Vehicular drive system

ABSTRACT

Vehicular drive system which is small-sized and/or improved in its fuel economy. 
     A power distributing mechanism  16 , which is provided with a differential-state switching device in the form of a switching clutch C 0  and a switching brake B 0 , is switchable by the switching device between a differential state (continuously-variable shifting state) in which the mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the mechanism is operable as a transmission having a fixed speed ratio or ratios. The power distributing mechanism  16  is placed in the fixed-speed-ratio shifting state during a high-speed running of the vehicle or a high-speed operation of engine  8 , so that the output of the engine  8  is transmitted to drive wheels  38  primarily through a mechanical power transmitting path, whereby fuel economy of the vehicle is improved owing to reduction of a loss of conversion of a mechanical energy into an electric energy. The mechanism  16  is also placed in the fixed-speed-ratio shifting state during a high-output operation of the engine  8 , so that the required electric reaction of first electric motor M 1  can be reduced, whereby the required size of the first electric motor M 1 , and the required size of the drive system  10  including the electric motor M 1  can be reduced.

This is a division of application number 11/019,337 filed 23 Dec. 2004,which claims priority to the following Japanese Patent Applications:

JP 2003-435967 filed 26 Dec. 2003

JP 2004-050530 filed 25 Feb. 2004

JP 2004-052211 filed 26 Feb. 2004

JP 2004-156884 filed 26 May 2004

JP 2004-159602 filed 28 May 2004

JP 2004-194792 filed 30 Jun. 2004

JP 2004-333627 filed 17 Nov. 2004

JP 2004-365143 filed 16 Dec. 2004

JP 2004-365144 filed 16 Dec. 2004

the contents of which are incorporated herein by reference.

TECHNICAL FIELD

The present invention relates to a vehicular drive system arranged totransmit an output of an engine to drive wheels of a vehicle andincluding a control device, and more particularly to techniques forreducing a size of an electric motor or electric motors, techniques forswitching of the drive system between an electrically establishedcontinuously-variable shifting state and a step-variable shifting state,and shifting control techniques for suitable controlling the speed ratioof a continuously-variable shifting portion and the speed ratio of astep-variable shifting portion.

BACKGROUND ART

As one example of a vehicular drive system arranged to transmit anoutput of an engine to drive wheels of a vehicle, there is known a drivesystem including a power distributing mechanism arranged to distributethe output of the engine to a first electric motor and an output shaft,and a second electric motor disposed between the output shaft of thepower distributing mechanism and the drive wheels. Examples of this typeof drive system include hybrid vehicle drive systems disclosed in PatentDocuments 1, 6 and 8. In these hybrid vehicle drive systems, the powerdistributing mechanism is constituted, for example, by a planetary gearset which functions as a differential mechanism a differential action ofwhich permits a major portion of a drive force of the engine to bemechanically transmitted to the drive wheels, and the rest of the driveforce to be electrically transmitted from the first electric motor tothe second electric motor, through an electric path therebetween,thereby making it possible to drive the vehicle with the engine kept inan optimum operating state with an improved fuel economy. Where astep-variable transmission is provided between a power transmittingmember and the output shaft, a torque to be transmitted to the powertransmitting member is boosted, making it possible to reduce the size ofa drive power source including the electric motors.

[Patent Document 1] JP-2003-127681A

[Patent Document 2] JP-11-198670A

[Patent Document 3] JP-11-198668A

[Patent Document 4] JP-11-217025A

[Patent Document 5] JP-WO 03/016749A1

[Patent Document 6] JP-2003-130202A

[Patent Document 7] JP-2003-130203A

[Patent Document 8] JP-2000-2327A

DISCLOSURE OF INVENTION Problems Solved by the Invention

Generally, a continuously variable transmission is known as a device forimproving the fuel economy of a vehicle, while on the other hand aplanetary gear type power transmitting device such as a step-variabletransmission is known as a device having a high power transmissionefficiency. In a conventional vehicular drive system including atransmission mechanism operable as an electrically controlledcontinuously variable transmission as described above, there is providedan electric path through which an electric energy is transmitted fromthe first electric motor to the second electric motor, that is, throughwhich a portion of the vehicle drive force is transmitted as an electricenergy. Where this vehicular drive system uses an engine an output ofwhich is relatively high, the drive system requires the first electricmotor to be large-sized, and further requires the second electric motorto be large-size since the second electric motor is driven by anelectric energy supplied from the large-sized first electric motor,whereby the vehicular drive system as a whole is unfavorablylarge-sized. Alternatively, the conventional vehicular drive system,wherein a portion of the output of the engine is once converted into anelectric energy and then transmitted to the drive wheels, has a risk ofdeterioration of the fuel economy in some running condition of thevehicle, for instance, during running of the vehicle at a relativelyhigh speed. Similar problems are encountered in a transmission such as acontinuously variable transmission so-called “electric CVT” wherein thespeed ratio of the power distributing mechanism described above iselectrically changed.

In the above-described vehicular drive system having the electric pathfor transmission of the electric energy from the first electric motor tothe second electric motor, a portion of the vehicle drive force is onceconverted into the electric energy, that is, a portion of the output ofthe engine is once converted into the electric energy and thentransmitted to the drive wheels, so that the power transmissionefficiency of the present vehicular drive system is lower than that of agear type power transmission such as a step-variable transmission. Onthe other hand, the gear type power transmission not having an electricpath as described above is known as a device having a relatively highpower transmission efficiency, but the drive system including the geartype power transmission cannot always be controlled to maximize the fueleconomy of the engine, since the engine speed is kept at a valuedetermined by the running speed of the vehicle. Thus, there is notavailable a power transmitting mechanism which permits a high fueleconomy of the engine. For improving the fuel economy, it is consideredto modify the conventional vehicular drive system such that the drivesystem is selectively operable in an electrically establishedcontinuously-variable shifting state, and in a step-variable shiftingstate in which the output of the engine is primarily transmitted to thedrive wheels through a mechanical path, in the absence of the electricpath, so as to minimize a loss of conversion of the engine output intoan electric energy. In this case, the drive system is switchable betweenthe continuously-variable and step-variable shifting states. However, itis not easy to assure adequate switching between thecontinuously-variable and step-variable shifting states, so as to enablethe vehicle to run with a high fuel economy. In other words, inadequateswitching may cause deterioration of the fuel economy.

Also known is a vehicular drive system including an electricallycontrolled continuously variable transmission and a step-variabletransmission. This drive system has a large number of combinations ofthe speed ratio of the electrically controlled continuously variabletransmission and the speed ratio of the step-variable transmission. Inthis respect, the drive system of this type has a room for improvementin connection with the control of the speed ratio of the electricallycontrolled continuously variable transmission. For example, thecontinuously variable transmission has a relatively high powertransmission efficiency during acceleration of the vehicle with anoutput of the first electric motor driven in the forward direction andan output of the engine, but may suffer from a relatively low powertransmission efficiency during steady running of the vehicle at acomparatively high speed, which requires the output shaft of thecontinuously variable transmission to be rotated at a comparatively highspeed and therefore requires the first electric motor to be driven inthe reverse direction.

The present invention was made in view of the background art describedabove. It is accordingly an object of the present invention to provide avehicular drive system with a control device, which is small-sized orimproved in its fuel economy. It is another object of the invention toprovide a vehicular drive system selectively operable in an electricallyestablished continuously-variable shifting state and a step-variableshifting state, together with a control device which permits adequateswitching between the continuously-variable and step-variable shiftingstates, and a significant improvement in the fuel economy of the drivesystem. It is a further object of the present invention to provide acontrol device for a vehicular drive system, which permits adequatecontrol of the speed ratios of the continuously variable transmissionand the step-variable transmission of the drive system, so as to improvethe fuel economy.

As a result of extensive studies in an effort to solve the problemsindicated above, the inventors of the present invention obtained afinding that the first and second electric motors are not required to belarge-sized when operated in a normal output state while the engineoutput is comparatively small, but are required to be large-sized so asto have a large capacity or output when operated in a relatively largeoutput state such as a maximum output state while the engine output isrelatively large as in a high-output running of the vehicle, and afinding that the vehicular drive system can be made compact with thesmall-sized first and second electric motors, by controlling the drivesystem such that the output of the engine is primarily transmitted tothe drive wheels through a mechanical power transmitting path, when theoutput of the engine is relatively large. The inventors further obtaineda finding that by controlling the drive system such that the output ofthe engine is primarily transmitted to the drive wheels through themechanical power transmitting path, the fuel economy of the drive systemcan be further improved with a reduced amount of loss of conversion ofthe output of the engine into an electric energy, in the absence of anelectric path through which a portion of the engine output during ahigh-speed running of the vehicle is once converted by the firstelectric motor into the electric energy and then transmitted from thesecond electric motor to the drive wheels. The present invention wasmade based on these findings.

Means for Solving the Problem

The object indicated above may be achieved according to a 1^(st) form ofthe invention, which provide a vehicular drive system including a powerdistributing mechanism operable to distribute an output of an engine toa first electric motor and a power transmitting member, and a secondelectric motor disposed between the power transmitting member and adrive wheel of a vehicle, characterized by comprising adifferential-state switching device operable to place the powerdistributing mechanism selectively in (a) a differential state in whichthe power distributing mechanism is operable as an electricallycontrolled continuously variable transmission, and (b) a locked state inwhich the power distributing mechanism is not operable as theelectrically controlled continuously variable transmission.

ADVANTAGES OF THE INVENTION

In the present drive system described above, the power distributingmechanism is controlled by the differential-state switching device, tobe placed selectively in the differential state in which the powerdistributing mechanism is operable as an electrically controlledcontinuously variable transmission, and the locked state in which thepower distributing mechanism is not operable as the electricallycontrolled continuously variable transmission. Therefore, the presentdrive system has not only an advantage of an improvement in the fueleconomy owing to a function of a transmission whose speed ratio iselectrically variable, but also an advantage of high power transmittingefficiency owing to a function of a gear type transmission capable ofmechanically transmitting a vehicle drive force. Accordingly, when theengine is in a normal output state with a relatively low or mediumoutput while the vehicle is running at a relatively low or mediumrunning speed, the power distributing mechanism is placed in thedifferential state, assuring a high degree of fuel economy of thevehicle. When the vehicle is running at a relatively high speed, on theother hand, the power distributing mechanism is placed in the lockedstate in which the output of the engine is transmitted to the drivewheel primarily through a mechanical power transmitting path, so thatthe fuel economy is improved owing to reduction of a loss of conversionof a mechanical energy into an electric energy, which loss would takeplace when the drive system is operated as the transmission whose speedratio is electrically variable. When the engine is in a high-outputstate, the power distributing mechanism is also placed in the lockedstate. Therefore, the power distributing mechanism is operated as thetransmission whose speed ratio is electrically variable, only when thevehicle speed is relatively low or medium or when the engine output isrelatively low or medium, so that the required amount of electric energygenerated by the electric motor that is, the maximum amount of electricenergy that must be transmitted from the electric motor can be reduced,making it possible to minimize the required sizes of the electric motor,and the required size of the drive system including the electric motor.

OTHER FORMS OF THE INVENTION

The object indicated above may be achieved according to a 2^(nd) form ofthis invention according to the 1^(st) form, wherein the powerdistributing mechanism include a first element fixed to the engine, asecond element fixed to the first electric motor, and a third elementfixed to the power transmitting member, and the differential-stateswitching device is operable to permit the first, second and thirdelements to be rotated relative to each other, for thereby placing thepower distributing mechanism in the differential state, and to connectat least two of the first, second and third elements to each other or tohold the second element stationary, for thereby placing the powerdistributing mechanism in the locked state. The present form of theinvention assures a simple arrangement of the power distributingmechanism that can be selectively switched by the differential-stateswitching device between the differential state and the locked state.

The object indicated above may also be achieved according to a 3^(rd)form of this invention, which provides a vehicular drive systemincluding a power distributing mechanism operable to distribute anoutput of an engine to a first electric motor and a power transmittingmember, and a second electric motor disposed between the powertransmitting member and a drive wheel of a vehicle, characterized bycomprising a differential-state switching device operable to place thepower distributing mechanism selectively in a differential state inwhich the power distributing mechanism is operable as an electricallycontrolled continuously variable transmission, and a fixed-speed-ratioshifting state in which the power distributing mechanism is operable asa transmission having a single speed ratio or a plurality of speedratios.

In the present drive system described above, the power distributingmechanism is controlled by the differential-state switching device, tobe placed selectively in the differential state in which the powerdistributing mechanism is operable as an electrically controlledcontinuously variable transmission, and the fixed-speed-ratio shiftingstate in which the power distributing mechanism is operable as atransmission having a single speed ratio or a plurality of speed ratios.Therefore, the present drive system has not only an advantage of animprovement in the fuel economy owing to a function of a transmissionwhose speed ratio is electrically variable, but also an advantage ofhigh power transmitting efficiency owing to a function of a gear typetransmission capable of mechanically transmitting a vehicle drive force.Accordingly, when the engine is in a normal output state with arelatively low or medium output while the vehicle is running at arelatively low or medium running speed, the power distributing mechanismis placed in the differential state, assuring a high degree of fueleconomy of the vehicle. When the vehicle is running at a relatively highspeed, on the other hand, the power distributing mechanism is placed inthe fixed-speed-ratio shifting state in which the output of the engineis transmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the fuel economy is improved owing toreduction of a loss of conversion of a mechanical energy into anelectric energy, which loss would take place when the drive system isoperated as the transmission whose speed ratio is electrically variable.When the engine is in a high-output state, the power distributingmechanism is also placed in the fixed-speed-ratio shifting state.Therefore, the power distributing mechanism is operated as thetransmission whose speed ratio is electrically variable, only when thevehicle speed is relatively low or medium or when the engine output isrelatively low or medium, so that the required amount of electric energygenerated by the electric motor that is, the maximum amount of electricenergy that must be transmitted from the electric motor can be reduced,making it possible to minimize the required sizes of the electric motor,and the required size of the drive system including the electric motor.

In a 4^(th) form of the present invention according to the 3^(rd) form,wherein the power distributing mechanism include a first element fixedto the engine, a second element fixed to the first electric motor, and athird element fixed to the power transmitting member, and thedifferential-state switching device is operable to permit the first,second and third elements to be rotated relative to each other, forthereby placing the power distributing mechanism in the differentialstate, and to connect at least two of the first, second and thirdelements to each other or to hold the second element stationary, forthereby placing the power distributing mechanism in thefixed-speed-ratio shifting state. The present form of the inventionassures a simple arrangement of the power distributing mechanism thatcan be selectively switched by the differential-state switching devicebetween the differential state and the fixed-speed-ratio shifting state.

In a 5^(th) form of this invention according to the 2^(nd) form, thepower distributing mechanism is a planetary gear set, and the firstelement is a carrier of the planetary gear set, and the second elementis a sun gear of the planetary gear set, while the third element is aring gear of the planetary gear set, the differential-state switchingdevice including a clutch operable to connect selected two of thecarrier, sun gear and ring gear to each other, and/or a brake operableto fix the sun gear to a stationary member. In the present form of theinvention, the dimension of the power distributing mechanism in itsaxial direction can be reduced, and the power distributing mechanism issimply constituted by one planetary gear set, for example.

In a 6^(th) form of this invention according to the 5^(th) form, theplanetary gear set is a planetary gear set of single-pinion type. Inthis form of the invention, the dimension of the power distributingmechanism in its axial direction can be reduced, and the powerdistributing mechanism is simply constituted by one planetary gear setof single-pinion type.

According to a 7^(th) form of this invention according to the 6^(th)form, the differential-state switching device is operable to connect thecarrier and sun gear of the planetary gear set of single-pinion type,for enabling the planetary gear set to operate as a transmission havinga speed ratio of 1, or to hold the sun gear stationary, for enabling theplanetary gear set as a speed-increasing transmission having a speedratio lower than 1. In this form of the invention, the powerdistributing mechanism is simply constituted by a planetary gear set ofsingle-pinion type, as a transmission having a single fixed speed ratioor a plurality of fixed speed ratios.

In an 8^(th) form of this invention according to the 5^(th) form, theplanetary gear set is a planetary gear set of double-pinion type. Inthis form of the invention, the dimension of the power distributingmechanism in its axial direction can be reduced, and the powerdistributing mechanism is simply constituted by one planetary gear setof double-pinion type.

In a 9^(th) form of this invention according to the 8^(th) form, thedifferential-state switching device is operable to connect the carrierand sun gear of the planetary gear set of double-pinion type, forenabling the planetary gear set to operate as a transmission having aspeed ratio of 1, or to hold the sun gear stationary, for enabling theplanetary gear set to operate as a speed-reducing transmission having aspeed ratio higher than 1. In this form of the invention, the powerdistributing mechanism is simply constituted by a planetary gear set ofdouble-pinion type, as a transmission having a single fixed speed ratioor a plurality of fixed speed ratios.

In a 10^(th) form of this invention according to the 1^(st) form, thedrive system further comprises an automatic transmission disposedbetween the power transmitting member and the drive wheel, and a speedratio of the drive system is determined by a speed ratio of theautomatic transmission. In this form of the invention, the drive forceis available over a wide range of speed ratio, by utilizing the speedratio of the automatic transmission.

In an 11^(th) form of this invention according to the 1^(st) form, thedrive system further comprises an automatic transmission disposedbetween the power transmitting member and the drive wheel, and anoverall speed ratio of the drive system is determined by a speed ratioof the power distributing mechanism and a speed the of the automatictransmission. In this form of the invention, the drive force isavailable over a wide range of speed ratio, by utilizing the speed ratioof the automatic transmission, so that the efficiency of operation ofthe power distributing mechanism in its continuously-variable shiftingstate can be improved.

In a 12^(th) form of this invention according to the 10^(th) form, theautomatic transmission is a step-variable automatic transmission. Inthis form of the invention, a continuously variable transmission thespeed ratio of which is electrically variable is constituted by thestep-variable automatic transmission and the power distributingmechanism placed in its differential state, while a step-variabletransmission is constituted by the step-variable automatic transmissionand the power distributing mechanism placed in its locked state orfixed-speed-ratio shifting state.

The drive system described above is preferably arranged such that thesecond electric motor is fixed to the power transmitting member. In thiscase, the required input torque of the automatic transmission can bemade lower than the torque of its output shaft, making it possible tofurther reduce the required size of the second electric motor.

The drive system described above is preferably arranged such that theautomatic transmission is a speed-reducing transmission having a speedration higher than 1. In this case, the required input torque of theautomatic transmission can be made lower than the torque of its outputshaft, when the second electric motor is fixed to the power transmittingmember, for example, making it possible to further reduce the requiredsize of the second electric motor.

According to a 13^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set havingthree elements consisting of a sun gear, a carrier and a ring gearrotating speeds of which are indicated along respective straight linesin a collinear chart in which the three elements are arranged as asecond element, a first element and a third element, respectively, inthe order of description, in a direction from one of opposite ends ofthe collinear chart toward the other end, the first element being fixedto the engine, the second element being fixed to the first electricmotor, while the third element being fixed to the power transmittingmember, the power distributing mechanism further including a switchingclutch operable to connect the second element to the first element,and/or a switching brake operable to fix the second element to astationary member, the power distributing mechanism being placed in adifferential state by releasing the switching clutch and/or theswitching brake, and in a fixed-speed-ratio shifting state in which thepower distributing mechanism has a fixed speed ratio, by engaging theswitching clutch and/or the switching brake; and (b) the step-variableautomatic transmission includes a second planetary gear set, a thirdplanetary gear set and a fourth planetary gear set, and has five rotaryelements each of which is constituted by at least one of sun gears,carriers and ring gears of the second, third and fourth planetary gearsets, rotating speeds of the five rotary elements being indicated alongrespective straight lines in a collinear chart in which the five rotaryelements are arranged as a fourth element, a fifth element, a sixthelement, a seventh element and an eighth element, respectively, in theorder of description, in a direction from one of opposite ends of thecollinear chart toward the other end, the fourth element beingselectively connected through a second clutch to the power transmittingmember and selectively fixed through a first brake to the stationarymember, and the fifth element being selectively fixed through a secondbrake to the stationary member, while the sixth element beingselectively fixed through a third brake to the stationary member, theseventh element being fixed to an output rotary member of thestep-variable automatic transmission, the eighth element beingselectively connected through a first clutch to the power transmittingmember, the step-variable automatic transmission having a plurality ofoperating positions that are established by engaging actions ofrespective combinations of the first clutch, second clutch, first brake,second brake and third brake.

According to a 14^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set ofsingle-pinion type having a first sun gear, a first carrier and a firstring gear, the first carrier being fixed to the engine, and the firstsun gear being fixed to the first electric motor, while the first ringgear being fixed to the power transmitting member, the powerdistributing mechanism further including a switching clutch operable toconnect the first carrier and the first sun gear to each other, and/or aswitching brake operable to fix the first sun gear to a stationarymember; and (b) the step-variable automatic transmission includes asecond planetary gear set of single-pinion type, a third planetary gearset of single-pinion type and a fourth planetary gear set ofsingle-pinion type, the second planetary gear set having a second sungear, a second carrier and a second ring gear, and the third planetarygear set having a third sun gear, a third carrier and a third ring gear,while the fourth planetary gear set having a fourth sun gear, a fourthcarrier and a fourth ring gear, the second sun gear and the third sungear being selectively connected through a second clutch to the powertransmitting member and selectively fixed through a first brake to thestationary member, and the second carrier being selectively fixedthrough a second brake to the stationary member, while the fourth ringgear being selectively fixed through a third brake to the stationarymember, and wherein the second ring gear, the third carrier and thefourth carrier are fixed to an output rotary member of the step-variableautomatic transmission, and the third ring gear and the fourth sun gearare selectively connected through a first clutch to the powertransmitting member.

According to a 15^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set havingthree elements consisting of a sun gear, a carrier and a ring gearrotating speeds of which are indicated along respective straight linesin a collinear chart in which the three elements are arranged as asecond element, a first element and a third element, respectively, inthe order of description, in a direction from one of opposite ends ofthe collinear chart toward the other end, the first element being fixedto the engine, the second element being fixed to the first electricmotor, while the third element being fixed to the power transmittingmember, the power distributing mechanism further including a switchingclutch operable to connect the second element to the first element,and/or a switching brake operable to fix the second element to astationary member, the power distributing mechanism being placed in adifferential state by releasing the switching clutch and/or theswitching brake, and in a fixed-speed-ratio shifting state in which thepower distributing mechanism has a fixed speed ratio, by engaging theswitching clutch and/or the switching brake; and (b) the step-variableautomatic transmission includes a second planetary gear set and a thirdplanetary gear set, and has four rotary elements each of which isconstituted by at least one of sun gears, carriers and ring gears of thesecond and third planetary gear sets, rotating speeds of the fourthrotary elements being indicated along respective straight lines in acollinear chart in which the four rotary elements are arranged as afourth element, a fifth element, a sixth element and a seventh element,respectively, in the order of description, in a direction from one ofopposite ends of the collinear chart toward the other end, the fourthelement being selectively connected through a second clutch to the powertransmitting member and selectively fixed through a first brake to thestationary member, and the fifth element being selectively fixed througha second brake to the stationary member, while the sixth element beingfixed to an output rotary member of the step-variable automatictransmission, the seventh element being selectively connected through afirst clutch to the power transmitting member, the step-variableautomatic transmission having a plurality of operating positions thatare established by engaging actions of respective combinations of thefirst clutch, second clutch, first brake and second brake.

According to a 16^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (b) thepower distributing mechanism includes a first planetary gear set ofsingle-pinion type having a first sun gear, a first carrier and a firstring gear, the first carrier being fixed to the engine, and the firstsun gear being fixed to the first electric motor, while the first ringgear being fixed to the power transmitting member, the powerdistributing mechanism further including a switching clutch operable toconnect the first carrier and the first sun gear to each other, and/or aswitching brake operable to fix the first sun gear to a stationarymember; and (b) the step-variable automatic transmission includes asecond planetary gear set of single-pinion type and a third planetarygear set of single-pinion type, the second planetary gear set having asecond sun gear, a second carrier and a second ring gear, and the thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear being selectivelyconnected through a second clutch to the power transmitting member andselectively fixed through a first brake to the stationary member, andthe third carrier being selectively fixed through a second brake to thestationary member, while the second carrier and the third ring gearbeing fixed to an output rotary element of the step-variable automatictransmission, the second ring gear being selectively connected through afirst clutch to the power transmitting member.

According to a 17^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set havingthree elements consisting of a sun gear, a carrier and a ring gearrotating speeds of which are indicated along respective straight linesin a collinear chart in which the three elements are arranged as asecond element, a first element and a third element, respectively, inthe order of description, in a direction from one of opposite ends ofthe collinear chart toward the other end, the first element being fixedto the engine, the second element being fixed to the first electricmotor, while the third element being fixed to the power transmittingmember, the power distributing mechanism further including a switchingclutch operable to connect the second element to the first element,and/or a switching brake operable to fix the second element to astationary member, the power distributing mechanism being placed in adifferential state by releasing the switching clutch and/or theswitching brake, and in a fixed-speed-ratio shifting state in which thepower distributing mechanism has a fixed speed ratio, by engaging theswitching clutch and/or the switching brake; and (b) the step-variableautomatic transmission includes a second planetary gear set and a thirdplanetary gear set, and has four rotary elements each of which isconstituted by at least one of sun gears, carriers and ring gears of thesecond and third planetary gear sets, rotating speeds of the fourthrotary elements being indicated along respective straight lines in acollinear chart in which the four rotary elements are arranged as afourth element, a fifth element, a sixth element and a seventh element,respectively, in the order of description, in a direction from one ofopposite ends of the collinear chart toward the other end, the fourthelement being selectively connected through a second clutch to the powertransmitting member and selectively connected through a fourth brake tothe engine, and the fifth element being selectively connected through athird clutch to the engine and selectively fixed through a second braketo the stationary member, while the sixth element being fixed to anoutput rotary member of the step-variable automatic transmission, theseventh element being selectively connected through a first clutch tothe power transmitting member and selectively fixed through a firstbrake to the stationary member, the step-variable automatic transmissionhaving a plurality of operating positions that are established byengaging actions of respective combinations of the first clutch, secondclutch, third clutch and fourth clutch, first brake and second brake.

According to an 18^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set ofsingle-pinion type having a first sun gear, a first carrier and a firstring gear, the first carrier being fixed to the engine, and the firstsun gear being fixed to the first electric motor, while the first ringgear being fixed to the power transmitting member, the powerdistributing mechanism further including a switching clutch operable toconnect the first carrier and the first sun gear to each other, and/or aswitching brake operable to fix the first sun gear to a stationarymember; and (b) the step-variable automatic transmission includes asecond planetary gear set of double-pinion type and a third planetarygear set of single-pinion type, the second planetary gear set having asecond sun gear, a second carrier and a second ring gear, and the thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the third sun gear being selectively connected through asecond clutch to the power transmitting member and selectively connectedthrough a fourth clutch to the engine, the second carrier and the thirdcarrier being selectively connected through a third clutch to the engineand selectively fixed through a second brake to the stationary member,while the second ring gear and the third ring gear being fixed to anoutput rotary element of the step-variable automatic transmission, thesecond sun gear being selectively connected through a first clutch tothe power transmitting member and selectively fixed through a firstbrake to the stationary member.

According to a 19^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set havingthree elements consisting of a sun gear, a carrier and a ring gearrotating speeds of which are indicated along respective straight linesin a collinear chart in which the three elements are arranged as asecond element, a third element and a first element, respectively, inthe order of description, in a direction from one of opposite ends ofthe collinear chart toward the other end, the first element being fixedto the engine, the second element being fixed to the first electricmotor, while the third element being fixed to the power transmittingmember, the power distributing mechanism further including a switchingclutch operable to connect the second element to the first element,and/or a switching brake operable to fix the second element to astationary member, the power distributing mechanism being placed in adifferential state by releasing the switching clutch and/or theswitching brake, and in a fixed-speed-ratio shifting state in which thepower distributing mechanism has a fixed speed ratio, by engaging theswitching clutch and/or the switching brake; and (b) the step-variableautomatic transmission includes a second planetary gear set and a thirdplanetary gear set, and has four rotary elements each of which isconstituted by at least one of sun gears, carriers and ring gears of thesecond and third planetary gear sets, rotating speeds of the fourthrotary elements being indicated along respective straight lines in acollinear chart in which the four rotary elements are arranged as afourth element, a fifth element, a sixth element and a seventh element,respectively, in the order of description, in a direction from one ofopposite ends of the collinear chart toward the other end, the fourthelement being selectively connected through a third clutch to the powertransmitting member and selectively fixed through a first brake to thestationary member, and the fifth element being selectively connectedthrough a second clutch to the engine and selectively fixed through asecond brake to the stationary member, while the sixth element beingfixed to an output rotary member of the step-variable automatictransmission, the seventh element being selectively connected through afirst clutch to the power transmitting member, the step-variableautomatic transmission having a plurality of operating positions thatare established by engaging actions of respective combinations of thefirst clutch, second clutch, third clutch, first brake and second brake.

According to a 20^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set ofdouble-pinion type having a first sun gear, a first carrier and a firstring gear, the first carrier being fixed to the engine, and the firstsun gear being fixed to the first electric motor, while the first ringgear being fixed to the power transmitting member, the powerdistributing mechanism further including a switching clutch operable toconnect the first carrier and the first sun gear to each other, and/or aswitching brake operable to fix the first sun gear to a stationarymember; and (b) the step-variable automatic transmission includes asecond planetary gear set of single-pinion type and a third planetarygear set of double-pinion type, the second planetary gear set having asecond sun gear, a second carrier and a second ring gear, and the thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear being selectively connected through athird clutch to the power transmitting member and selectively fixedthrough a first brake to the stationary member, the second carrier andthe third carrier being selectively connected through a second clutch tothe engine and selectively fixed through a second brake to thestationary member, while the second ring gear and the third ring gearbeing fixed to an output rotary element of the step-variable automatictransmission, the third sun gear being selectively connected through afirst clutch to the power transmitting member.

According to a 21^(st) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set havingthree elements consisting of a sun gear, a carrier and a ring gearrotating speeds of which are indicated along respective straight linesin a collinear chart in which the three elements are arranged as asecond element, a first element and a third element, respectively, inthe order of description, in a direction from one of opposite ends ofthe collinear chart toward the other end, the first element being fixedto the engine, the second element being fixed to the first electricmotor, while the third element being fixed to the power transmittingmember, the power distributing mechanism further including a switchingclutch operable to connect the second element to the first element,and/or a switching brake operable to fix the second element to astationary member, the power distributing mechanism being placed in adifferential state by releasing the switching clutch and/or theswitching brake, and in a fixed-speed-ratio shifting state in which thepower distributing mechanism has a fixed speed ratio, by engaging theswitching clutch and/or the switching brake; and (b) the step-variableautomatic transmission includes a second planetary gear set, a thirdplanetary gear set and a fourth planetary gear set, and has five rotaryelements each of which is constituted by at least one of sun gears,carriers and ring gears of the second, third and fourth planetary gearsets, rotating speeds of the five rotary elements being indicated alongrespective straight lines in a collinear chart in which the five rotaryelements are arranged as a fourth element, a fifth element, a sixthelement, a seventh element and an eighth element, respectively, in theorder of description, in a direction from one of opposite ends of thecollinear chart toward the other end, the fourth element beingselectively connected through a second clutch to the power transmittingmember and selectively fixed through a first brake to the stationarymember, and the fifth element being selectively fixed through a secondbrake to the stationary member, while the sixth element beingselectively fixed through a third brake to the stationary member, theseventh element being fixed to an output rotary member of thestep-variable automatic transmission, the eighth element being fixed tothe power transmitting member, the step-variable automatic transmissionhaving a plurality of operating positions that are established byengaging actions of respective combinations of the second clutch, firstbrake, second brake and third brake.

According to a 22^(nd) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set ofsingle-pinion type having a first sun gear, a first carrier and a firstring gear, the first carrier being fixed to the engine, and the firstsun gear being fixed to the first electric motor, while the first ringgear being fixed to the power transmitting member, the powerdistributing mechanism further including a switching clutch operable toconnect the first carrier and the first sun gear to each other, and/or aswitching brake operable to fix the first sun gear to a stationarymember; and (b) the step-variable automatic transmission includes asecond planetary gear set of single-pinion type, a third planetary gearset of single-pinion type and a fourth planetary gear set ofsingle-pinion type, the second planetary gear set having a second sungear, a second carrier and a second ring gear, and the third planetarygear set having a third sun gear, a third carrier and a third ring gear,while the fourth planetary gear set having a fourth sun gear, a fourthcarrier and a fourth ring gear, the second sun gear and the third sungear being selectively connected through a second clutch to the powertransmitting member and selectively fixed through a first brake to thestationary member, and the second carrier being selectively fixedthrough a second brake to the stationary member, while the fourth ringgear being selectively fixed through a third brake to the stationarymember, and wherein the second ring gear, the third carrier and thefourth carrier are fixed to an output rotary member of the step-variableautomatic transmission, and the third ring gear and the fourth sun gearare fixed to the power transmitting member.

According to a 23^(rd) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set havingthree elements consisting of a sun gear, a carrier and a ring gearrotating speeds of which are indicated along respective straight linesin a collinear chart in which the three elements are arranged as asecond element, a first element and a third element, respectively, inthe order of description, in a direction from one of opposite ends ofthe collinear chart toward the other end, the first element being fixedto the engine, the second element being fixed to the first electricmotor, while the third element being fixed to the power transmittingmember, the power distributing mechanism further including a switchingclutch operable to connect the second element to the first element,and/or a switching brake operable to fix the second element to astationary member, the power distributing mechanism being placed in adifferential state by releasing the switching clutch and/or theswitching brake, and in a fixed-speed-ratio shifting state in which thepower distributing mechanism has a fixed speed ratio, by engaging theswitching clutch and/or the switching brake; and (b) the step-variableautomatic transmission includes a second planetary gear set and a thirdplanetary gear set, and has four rotary elements each of which isconstituted by at least one of sun gears, carriers and ring gears of thesecond and third planetary gear sets, rotating speeds of the fourthrotary elements being indicated along respective straight lines in acollinear chart in which the four rotary elements are arranged as afourth element, a fifth element, a sixth element and a seventh element,respectively, in the order of description, in a direction from one ofopposite ends of the collinear chart toward the other end, the fourthelement being selectively connected through a second clutch to the powertransmitting member and selectively fixed through a first brake to thestationary member, and the fifth element being selectively fixed througha second brake to the stationary member, while the sixth element beingfixed to an output rotary member of the step-variable automatictransmission, the seventh element being fixed to the power transmittingmember, the step-variable automatic transmission having a plurality ofoperating positions that are established by engaging actions ofrespective combinations of the second clutch, first brake and secondbrake.

According to a 24^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set ofsingle-pinion type having a first sun gear, a first carrier and a firstring gear, the first carrier being fixed to the engine, and the firstsun gear being fixed to the first electric motor, while the first ringgear being fixed to the power transmitting member, the powerdistributing mechanism further including a switching clutch operable toconnect the first carrier and the first sun gear to each other, and/or aswitching brake operable to fix the first sun gear to a stationarymember; and (b) the step-variable automatic transmission includes asecond planetary gear set of single-pinion type and a third planetarygear set of single-pinion type, and the second planetary gear set havinga second sun gear, a second carrier and a second ring gear, the thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear being selectivelyconnected through a second clutch to the power transmitting member andselectively fixed through a first brake to the stationary member, thethird carrier being selectively fixed through a second brake to thestationary member, while the second carrier and the third ring gearbeing fixed to an output rotary element of the step-variable automatictransmission, the second ring gear being fixed to the power transmittingmember.

In a 25^(th) form of this invention according to the 10^(th) form, thepower distributing mechanism is disposed on a first axis, and theautomatic transmission is disposed on a second axis parallel to thefirst axis, the power transmitting member being constituted by a pair ofmembers which are disposed on the first and second axes, respectively,the power distributing mechanism and the automatic transmission beingconnected to each other through the power transmitting member, so as totransit a drive force therebetween. In this form of the invention, thedimension of the drive system in the axial direction can be made smallerthan that of the drive system wherein the power distributing mechanismand the automatic transmission are coaxially disposed on the same axis.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes areparallel to the transverse or width direction of the vehicle. In thisrespect, it is noted that the maximum axial dimension of a drive systemfor such a transverse FF or RR vehicle is generally limited by the widthdimension of the vehicle.

In a 26^(th) form of this invention according to the 25^(th) form, thesecond electric motor is disposed on the first axis. In this case, thedimension of the second axis of the drive system in the axial directioncan be reduced.

In a 27^(th) form of this invention according to the 25^(th) form, thesecond electric motor is disposed on the second axis. In this case, thedimension of the first axis of the drive system in the axial directioncan be reduced.

In a 28^(th) form of this invention according to the 25^(th) form, thepower transmitting member is located on one side of the powerdistributing mechanism which is remote from the engine. In other words,the power distributing member is located between the engine and thepower transmitting member. In this case, the dimension of the first axisof the drive system in the axial direction can be reduced.

In a 29^(th) form of this invention according to the 25^(th) form, theautomatic transmission includes a differential drive gear as an outputrotary member thereof, and this differential drive gear is located atone end of the automatic transmission which is remote from the powertransmitting member. In other words, the automatic transmission islocated between the power transmitting member and the differential drivegear. In this case, the dimension of the second axis of the drive systemin the axial direction can be reduced.

In a 30^(th) form of this invention according to the 21^(st) form, adirection of an output rotary motion of the power distributing mechanismto be transmitted to the automatic transmission is reversed with respectto that of an input rotary motion of the power distributing mechanism,and the drive system has a rear-drive position established by engagingthe third brake. In this form of the invention, the direction of therotary motion of the power transmitting member to be transmitted to theautomatic transmission in the rear-drive position of the drive system isreversed with respect to that in the forward-drive positions of thedrive system. Accordingly, the automatic transmission is not required tobe provided with coupling devices or gear devices for reversing thedirection of rotation of the output rotary member with respect to thatof the input rotary motion as received by the automatic transmission,for establishing the rear-drive position for the rotary motion of theoutput rotary member in the direction opposite to that in theforward-drive positions. Thus, the rear-drive position can beestablished in the absence of the first clutch in the automatictransmission, for example. Further, in the rear-drive position, thespeed of the output rotary motion of the automatic transmission is madelower than that of the input rotary motion received from the powerdistributing mechanism the speed ratio of which is continuously variablein the engaged state of the third brake. Accordingly, the rear-driveposition has a desired speed ratio, which may be higher than that of thefirst-gear position, for example.

In a 31^(st) form of this invention according to the 23^(rd) form, adirection of an output rotary motion of the power distributing mechanismto be transmitted to the automatic transmission is reversed with respectto that of an input rotary motion of the power distributing mechanism,and the drive system has a rear-drive position established by engagingthe second brake. In this form of the invention, the direction of therotary motion of the power transmitting member to be transmitted to theautomatic transmission in the rear-drive position is reversed withrespect to that in the forward-drive positions. Accordingly, theautomatic transmission is not required to be provided with couplingdevices or gear devices for reversing the direction of rotation of theoutput rotary member with respect to that of the input rotary motion asreceived by the automatic transmission, for establishing the rear-driveposition for the rotary motion of the output rotary member in thedirection opposite to that in the forward-drive positions. Thus, therear-drive position can be established in the absence of the firstclutch in the automatic transmission, for example. Further, in therear-drive position, the speed of the output rotary motion of theautomatic transmission is made lower than that of the input rotarymotion received from the power distributing mechanism the speed ratio ofwhich is continuously variable in the engaged state of the second brake.Accordingly, the rear-drive position has a desired speed ratio, whichmay be higher than that of the first-gear position, for example.

In a 32^(nd) form of this invention according to the 21^(st) form, adirection of an output rotary motion of the power distributing mechanismto be transmitted to the automatic transmission is reversed with respectto that of an input rotary motion of the power distributing mechanism,and the drive system has a rear-drive position established by engagingthe second clutch. In this form of the invention, the direction of therotary motion of the power transmitting member to be transmitted to theautomatic transmission in the rear-drive position is reversed withrespect to that in the forward-drive positions. Accordingly, theautomatic transmission is not required to be provided with couplingdevices or gear devices for reversing the direction of rotation of theoutput rotary member with respect to that of the input rotary motion asreceived by the automatic transmission, for establishing the rear-driveposition for the rotary motion of the output rotary member in thedirection opposite to that in the forward-drive positions. Thus, therear-drive position can be established in the absence of the firstclutch in the automatic transmission, for example. Further, in therear-drive position, the speed of the output rotary motion of theautomatic transmission is made equal to that of the input rotary motionreceived from the power distributing mechanism the speed ratio of whichis continuously variable in the engaged state of the second clutch.Accordingly, the rear-drive position has a desired speed ratio, whichmay be higher than that of the first-gear position, for example.

According to a 33^(rd) form of this invention, there is provided amethod of controlling a vehicular drive system including a powerdistributing mechanism operable to distribute an output of an engine toa first electric motor and a power transmitting member, and a secondelectric motor disposed between the power transmitting member and adrive wheel of a vehicle, characterized by comprising (a) placing thepower distributing mechanism selectively, on the basis of a condition ofthe vehicle, in a differential state in which the power distributingmechanism is operable as an electrically controlled continuouslyvariable transmission, and a locked state in which the powerdistributing mechanism is not operable as the electrically controlledcontinuously variable transmission.

In the present method described above, the power distributing mechanismis controlled to be placed selectively, on the basis of the condition ofthe vehicle, in the differential state in which the power distributingmechanism is operable as an electrically controlled continuouslyvariable transmission, and the locked state in which the powerdistributing mechanism is not operable as the electrically controlledcontinuously variable transmission. Therefore, the drive system has notonly an advantage of an improvement in the fuel economy owing to afunction of a transmission whose speed ratio is electrically variable,but also an advantage of high power transmitting efficiency owing to afunction of a gear type transmission capable of mechanicallytransmitting a vehicle drive force. Accordingly, when the vehiclecondition as represented by a running speed and an engine torque isnormal, for example, when the engine is in a normal output state with arelatively low or medium engine output while the vehicle is running at arelatively low or medium running speed, the power distributing mechanismis placed in the differential state, assuring a high degree of fueleconomy of the vehicle. When the vehicle is running at a relatively highspeed, on the other hand, the power distributing mechanism is placed inthe locked state in which the output of the engine is transmitted to thedrive wheel primarily through a mechanical power transmitting path, sothat the fuel economy is improved owing to reduction of a loss ofconversion of a mechanical energy into an electric energy, which losswould take place when the drive system is operated as the transmissionwhose speed ratio is electrically variable. When the engine is in ahigh-output state, the power distributing mechanism is also placed inthe locked state. Therefore, the power distributing mechanism isoperated as the transmission whose speed ratio is electrically variable,only when the vehicle speed is relatively low or medium or when theengine output is relatively low or medium, so that the required amountof electric energy generated by the electric motor that is, the maximumamount of electric energy that must be transmitted from the electricmotor can be reduced, making it possible to minimize the required sizesof the electric motor, and the required size of the drive systemincluding the electric motor.

According to a 34^(th) form of this invention, there is provided amethod controlling a vehicular drive system including a powerdistributing mechanism operable to distribute an output of an engine toa first electric motor and a power transmitting member, and a secondelectric motor disposed between the power transmitting member and adrive wheel of a vehicle, characterized by comprising (a) placing thepower distributing mechanism selectively, on the basis of a condition ofthe vehicle, in a differential state in which the power distributingmechanism is operable as an electrically controlled continuouslyvariable transmission, and a fixed-speed-ratio shifting state in whichthe power distributing mechanism is operable as a transmission having asingle speed ratio or a plurality of speed ratios.

In the present method described above, the power distributing mechanismis controlled to be placed selectively, on the basis of the condition ofthe vehicle, in the differential state in which the power distributingmechanism is operable as an electrically controlled continuouslyvariable transmission, and the fixed-speed-ratio shifting state in whichthe power distributing mechanism is operable as a transmission having asingle speed ratio or a plurality of speed ratios. Therefore, the drivesystem has not only an advantage of an improvement in the fuel economyowing to a function of a transmission whose speed ratio is electricallyvariable, but also an advantage of high power transmitting efficiencyowing to a function of a gear type transmission capable of mechanicallytransmitting a vehicle drive force. Accordingly, when the vehiclecondition as represented by a running speed and an engine torque isnormal, for example, when the engine is in a normal output state with arelatively low or medium engine output while the vehicle is running at arelatively low or medium running speed, the power distributing mechanismis placed in the differential state, assuring a high degree of fueleconomy of the vehicle. When the vehicle is running at a relatively highspeed, on the other hand, the power distributing mechanism is placed inthe locked state in which the output of the engine is transmitted to thedrive wheel primarily through a mechanical power transmitting path, sothat the fuel economy is improved owing to reduction of a loss ofconversion of a mechanical energy into an electric energy, which losswould take place when the drive system is operated as the transmissionwhose speed ratio is electrically variable. When the engine is in ahigh-output state, the power distributing mechanism is also placed inthe locked state. Therefore, the power distributing mechanism isoperated as the transmission whose speed ratio is electrically variable,only when the vehicle speed is relatively low or medium or when theengine output is relatively low or medium, so that the required amountof electric energy generated by the electric motor that is, the maximumamount of electric energy that must be transmitted from the electricmotor can be reduced, making it possible to minimize the required sizesof the electric motor, and the required size of the drive systemincluding the electric motor.

In a 35^(th) form of this invention according to the 33^(rd) or 34^(th)form, the drive system further includes an automatic transmissiondisposed between the power transmitting member and the drive wheel, andan overall speed ratio of the drive system is determined by a speedratio of the power distributing mechanism and a speed ratio of theautomatic transmission, and wherein the overall speed ratio iscontrolled by controlling the speed ratio of the power distributingmechanism and the speed ratio of the automatic transmission, on thebasis of the condition of the vehicle. In this form of the invention,the vehicle drive force can be obtained over a wide rage of the speedratio, by utilizing the speed ratio of the automatic transmission, sothat the efficiency of the continuously variable shifting control of thepower distributing mechanism can be further improved. In addition, thevehicle drive force can be adjusted so as to meet the vehicle condition.

In a 36^(th) form of this invention according to the 33^(rd) form, thecondition of the vehicle is represented by a value relating to a driveforce of the vehicle. In this case, the overall speed ratio of the drivesystem is controlled by taking account of the fuel economy, and thevehicle drive force can be suitably adjusted.

In a 37^(th) form of this invention according to the 33^(rd) form, thecondition of the vehicle is represented by a running speed of thevehicle. In this case, the overall speed ratio of the drive system iscontrolled by taking account of the fuel economy, and the vehicle driveforce can be suitably adjusted.

According to a 38^(th) form of this invention, there is provided avehicular drive system including a power distributing mechanism operableto distribute an output of an engine to a first electric motor and apower transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that: (a) thepower distributing mechanism includes a first planetary gear set havingthree elements consisting of a sun gear, a carrier and a ring gearrotating speeds of which are indicated along respective straight linesin a collinear chart in which the three elements are arranged as asecond element, a first element and a third element, respectively, inthe order of description, in a direction from one of opposite ends ofthe collinear chart toward the other end, the first element being fixedto the engine, the second element being fixed to the first electricmotor, while the third element being fixed to the power transmittingmember, the power distributing mechanism further including a switchingclutch operable to connect the second element to the first element,and/or a switching brake operable to fix the second element to astationary member, the power distributing mechanism being placed in adifferential state by releasing the switching clutch and/or theswitching brake, and in a fixed-speed-ratio shifting state in which thepower distributing mechanism has a fixed speed ratio, by engaging theswitching clutch and/or the switching brake; and (b) a direction of arotary motion of the power transmitting member to be transmitted to theautomatic transmission in a rear-drive position of the drive system isreversed by the power distributing mechanism, with respect to that inforward-drive positions of the drive system.

In this form of the invention, the direction of the rotary motion of thepower transmitting member to be transmitted to the automatictransmission in the rear-drive position of the drive system is reversedwith respect to that in the forward-drive positions of the drive system.Accordingly, the automatic transmission is not required to be providedwith coupling devices or gear devices for reversing the direction ofrotation of the output rotary member with respect to that of the inputrotary motion as received by the automatic transmission, forestablishing the rear-drive position for the rotary motion of the outputrotary member in the direction opposite to that in the forward-drivepositions.

In a 39^(th) form of this invention according to the 38^(th) form, thestep-variable automatic transmission includes a planetary gear sethaving a sun gear, a carrier and a ring gear which mesh with each otherand constitute at least three rotary elements rotating speeds of whichare indicated along respective straight lines in a collinear chart inwhich the five rotary elements are arranged as a fourth element, a fifthelement and a sixth element, respectively, in the order of description,in a direction from one of opposite ends of the collinear chart towardthe other end, the fourth element being fixed to the power transmittingmember such that a drive force can be transmitted to the powertransmitting member, and the fifth element being fixed to an outputrotary element of the automatic transmission such that the drive forcecan be transmitted to the output rotary element, while the sixth elementis selectively fixed through a brake to a stationary member, and whereina rear-drive position of the drive system is established by engaging thebrake. In this form of the invention, the rotary motion of the fourthelement, which is one of the mutually meshing fourth, fifth and sixthelements, is transmitted as an output of the power distributingmechanism operating in the continuously-variable shifting state, to theautomatic transmission, namely, as the input rotary motion of theautomatic transmission, and the sixth element is held stationary, sothat the rotating speed of the fifth element is reduced with respect tothe rotating speed of the fourth element, that is, with respect to thespeed of the input rotary motion of the automatic transmission. Thus,the speed of the output rotary motion of the automatic transmission isreduced with respect to the speed of the input rotary motion of theautomatic transmission, so that the speed ratio of the rear-driveposition can be set as desired. For instance, the speed ratio of therear-drive position may be higher than that of a first-gear position.

In a 40^(th) form of this invention according to the 38^(th) form, thestep-variable automatic transmission includes a planetary gear sethaving a sun gear, a carrier and a ring gear which mesh with each otherand constitute at least three rotary elements, the fourth element beingfixed to the power transmitting member such that a drive force can betransmitted to the power transmitting member, and the fifth elementbeing fixed to an output rotary element of the automatic transmissionsuch that the drive force can be transmitted to the output rotaryelement, and wherein the automatic transmission further includes aclutch operable to rotate the rotary elements as a unit, and arear-drive position of the drive system is established by engaging theclutch. In this form of the invention, the rotary elements of theautomatic transmission are rotated as a unit by engagement of theclutch, so that the output of the power distributing mechanism istransmitted to the automatic transmission, namely, as an input rotarymotion of the automatic transmission, such that the speed of the outputrotary motion of the automatic transmission is equal to that of theinput rotary motion. Accordingly, the speed ratio of the rear-driveposition can be set as desired. For instance, the speed ratio of therear-drive position may be higher than that of a first-gear position.

The object indicated above may also be achieved according to a 41^(st)form of this invention, which provides a control device for a vehiculardrive system arranged to transmit an output of an engine to a drivewheel of a vehicle, characterized by comprising: (a) a transmissionmechanism of switchable type switchable between a continuously-variableshifting state in which the transmission mechanism is operable as anelectrically controlled continuously variable transmission, and astep-variable shifting state in which the transmission mechanism isoperable as a step-variable transmission; and (b) switching controlmeans for placing the transmission mechanism of switchable typeselectively in one of the continuously-variable shifting state and thestep-variable shifting state, on the basis of a predetermined conditionof the vehicle.

According to the present control device described above, thetransmission mechanism of switchable type, which is switchable betweenthe continuously-variable shifting state in which the transmissionmechanism is operable as the electrically controlled continuouslyvariable transmission and the step-variable shifting state in which thetransmission mechanism is operable as the step-variable transmission, isswitched by the switching control means, so as to be selectively placedin the continuously-variable shifting state and the step-variableshifting state, on the basis of the predetermined condition of thevehicle. Therefore, the present control device permits the drive systemto have not only an advantage of an improvement in the fuel economyowing to a function of a transmission whose speed ratio is electricallyvariable, but also an advantage of high power transmitting efficiencyowing to a function of a gear type transmission capable of mechanicallytransmitting a vehicle drive force. Accordingly, when the vehicle is ina low- or medium-speed running state, or in a low- or medium-outputrunning state, for example, the transmission mechanism of switchabletype is placed in the continuously-variable shifting state, assuring ahigh degree of fuel economy of the vehicle. When the vehicle is in ahigh-speed running state, on the other hand, the transmission mechanismis placed in the step-variable shifting state in which the transmissionmechanism is operable as the step-variable transmission and the outputof the engine is transmitted to the drive wheel primarily through amechanical power transmitting path, so that the fuel economy is improvedowing to reduction of a loss of conversion of a mechanical energy intoan electric energy, which loss would take place when the transmissionmechanism is operated as the electrically controlled continuouslyvariable transmission. When the vehicle is in a high-output runningstate, the transmission mechanism is also placed in the step-variableshifting state. Therefore, the transmission mechanism is operated as theelectrically controlled continuously variable transmission, only whenthe vehicle is in the low- or medium-speed running state or low- ormedium-output running state, so that the required amount of electricenergy generated by the electric motor that is, the maximum amount ofelectric energy that must be transmitted from the electric motor can bereduced, making it possible to minimize the required sizes of theelectric motor, and the required size of the drive system including theelectric motor.

In a 42^(nd) form of this invention according to the 41^(st) form, thetransmission mechanism of switchable type includes a power distributingmechanism having a first element fixed to the engine, a second elementfixed to a first electric motor, and a third element fixed to a powertransmitting member, and the power distributing mechanism includes adifferential-state switching device operable to place the transmissionmechanism of switchable type selectively in the continuously-variableshifting state and the step-variable shifting state, the switchingcontrol means being operable to control the differential-state switchingdevice, so as to place the transmission mechanism selectively in thecontinuously-variable shifting state and the step-variable shiftingstate. In this case, the differential-state switching device iscontrolled by the switching control means, for easy switching of thetransmission mechanism of switchable type of the vehicular drive systembetween the continuously-variable shifting state in which thetransmission mechanism is operable as the continuously variabletransmission, and the step-variable shifting state in which thetransmission mechanism is operable as the step-variable transmission.

In a 43^(rd) form of this invention according to the 41^(st) form, thedifferential-state switching device is operable not only to place thetransmission mechanism of switchable type selectively in thecontinuously-variable shifting state and the step-variable shiftingstate, and but also to place the transmission mechanism placed in thestep-variable shifting state, in one of a plurality of operatingpositions thereof, the switching control means being operable to controlthe differential-state switching device on the basis of thepredetermined condition of the vehicle, to place the transmissionmechanism in one of the plurality of operating positions after thetransmission mechanism is switched from the continuously-variableshifting state to the step-variable shifting state. In this form of theinvention, the differential-state switching device is controlled by theswitching control means, to switch the transmission mechanism ofswitchable type of the vehicular drive system from thecontinuously-variable shifting state in which the transmission mechanismis operable as the continuously variable transmission, to thestep-variable shifting state in which the transmission mechanism isoperable as the step-variable transmission. While the transmissionmechanism is placed in its step-variable shifting state, thedifferential-state switching device is further controlled by theswitching control means, to place the transmission mechanism in one ofits plurality of operating positions, on the basis of the predeterminedcondition of the vehicle. When the vehicle is in a low- or medium-speedrunning state or in a low- or medium-output running state, for example,the transmission mechanism of switchable type is placed in thecontinuously-variable shifting state, assuring a high degree of fueleconomy of the vehicle. When the vehicle is in a high-speed runningstate, on the other hand, the transmission mechanism is placed in thestep-variable shifting state in which the transmission mechanism isoperable as the step-variable transmission suitable for the high-speedrunning of the vehicle, so that the output of the engine is transmittedto the drive wheel primarily through a mechanical power transmittingpath, whereby the fuel economy is improved owing to reduction of a lossof conversion of a mechanical energy into an electric energy, which losswould take place when the transmission mechanism is operated as theelectrically controlled continuously variable transmission. When thevehicle is in a high-output running state, the transmission mechanism isalso placed in the step-variable shifting state. Therefore, thetransmission mechanism is operated as the electrically controlledcontinuously variable transmission, only when the vehicle is in the low-or medium-speed running state or low- or medium-output running state, sothat the required amount of electric energy generated by the electricmotor that is, the maximum amount of electric energy that must betransmitted from the electric motor can be reduced, making it possibleto minimize the required sizes of the electric motor, and the requiredsize of the drive system including the electric motor. Thus, theswitching control means permits a change from the continuously-variableshifting state to the step-variable shifting state, and controls thedifferential-state switching device such that the transmission mechanismplaced in the step-variable shifting state is place in one of theplurality of operating positions, on the predetermined condition of thevehicle, assuring an adequate control of the step-variable shifting ofthe transmission mechanism depending upon the specific running conditionof the vehicle, such as the high-speed and high-output running states ofthe vehicle.

In a 44^(th) form of this invention according to the 41^(st) form, thepredetermined condition of the vehicle includes a predetermined upperlimit of a running speed of the vehicle, and the switching control meansis operable to place the transmission mechanism of switchable type inthe step-variable shifting state, when an actual value of the runningspeed of the vehicle has exceeded the predetermined upper limit. In thisform of the invention, when the actual running speed of the vehicle hasexceeded the predetermined upper limit, the output of the engine istransmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the fuel economy is improved owing toreduction of a loss of conversion of a mechanical energy into anelectric energy, which loss would take place when the transmissionmechanism is operated as the electrically controlled continuouslyvariable transmission. The predetermined upper limit of the runningspeed is determined for determining whether the vehicle is in ahigh-speed running state.

In a 45^(th) form of this invention according to the 41^(st) form, thepredetermined condition of the vehicle includes a predetermined upperlimit of a running speed of the vehicle, and the switching control meansis operable to inhibit the transmission mechanism of switchable typefrom being placed in the continuously-variable shifting state, when anactual value of the running speed of the vehicle has exceeded thepredetermined upper limit. In this form of the invention, when adrive-force-related value of the vehicle has exceeded the upper limit,the transmission mechanism is inhibited from being placed in thecontinuously-variable shifting state, and the output of the engine istransmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the fuel economy is improved owing toreduction of a loss of conversion of a mechanical energy into anelectric energy, which loss would take place when the transmissionmechanism is operated as the electrically controlled continuouslyvariable transmission.

In a 46^(th) form of this invention according to the 41^(st) form, thepredetermined condition of the vehicle includes a predetermined upperlimit of an output of the vehicle, and the switching control means isoperable to place the transmission mechanism of switchable type in thestep-variable shifting state when a drive-force-related value of thevehicle has exceeded the upper limit. In this form of the invention,when the drive-force-related value such as a required vehicle driveforce or an actual value of the vehicle drive force has exceeded thepredetermined upper limit, which is comparatively high, the output ofthe engine is transmitted to the drive wheel primarily through amechanical power transmitting path, so that the maximum amount of anelectric energy that must be generated when the transmission mechanismis operated as the electrically controlled continuously variabletransmission can be reduced, making it possible to reduce the requiredsize of the electric motor, and the overall size of the vehicular drivesystem including the electric motor. The drive-force-related valueindicated above may be any parameter directly or indirectly relating toa drive force of the vehicle, such as an output torque of the engine, anoutput torque of a transmission, a drive torque of the drive wheel, or atorque in any other portion of the power transmitting path, or an angleof opening of a throttle valve which represents a required value of thetorque in such portion of the power transmitting path. The predeterminedupper limit of the vehicle output is determined for determining whetherthe vehicle is in a high-output running state.

In a 47^(th) form of this invention according to the 41^(st) form, thepredetermined condition of the vehicle includes a predetermined upperlimit of an output of the vehicle, and the switching control means isoperable to inhibit the transmission mechanism of switchable type frombeing placed in the continuously-variable shifting state, when adrive-force-related value of the vehicle has exceeded the upper limit.In this form of the invention, when the drive-force-related value suchas a required vehicle drive force or an actual value of the vehicledrive force has exceeded the predetermined upper limit, which iscomparatively high, the transmission mechanism of switchable type isinhibited from being placed in the continuously-variable shifting state,and the output of the engine is transmitted to the drive wheel primarilythrough a mechanical power transmitting path, so that the maximum amountof an electric energy that must be generated when the transmissionmechanism is operated as the electrically controlled continuouslyvariable transmission can be reduced, making it possible to reduce therequired size of the electric motor, and the overall size of thevehicular drive system including the electric motor.

In a 48^(th) form of this invention according to the 44^(th) form, thepredetermined condition of the vehicle is represented by a storedswitching boundary line map including an upper vehicle-speed limit lineand an upper output limit line that respectively represent the upperlimit of the running speed and an upper limit of a drive-force-relatedvalue of the vehicle, with which actual values of the running speed andthe drive-force-related value are compared. The stored switchingboundary line map permits easy determination as to whether the vehicleis in the high-speed running state or in the high-torque running state.

In a 49^(th) form of this invention according to the 41^(st) form, thepredetermined condition of the vehicle includes a predetermineddiagnosing condition for determining whether control components operableto place the transmission mechanism of switchable type in thecontinuously-variable shifting state have a deteriorated function, andthe switching control means is operable to place the transmissionmechanism in the step-variable shifting state, when the predetermineddiagnosing condition is satisfied. In this form of the invention, thetransmission mechanism of switchable type is necessarily placed in thestep-variable shifting state if the diagnosing condition is satisfied,even where the transmission mechanism should be otherwise placed in thecontinuously-variable shifting state. Thus, the vehicle can be run withthe transmission mechanism placed in the step-variable shifting state,even in the event of the functional deterioration.

In a 50^(th) form of this invention according to the 41^(st) form, thepredetermined condition of the vehicle includes the predetermineddiagnosing condition, and the switching control means is operable toinhibit the transmission mechanism of switchable type from being placedin the continuously-variable shifting state, when the predetermineddiagnosing condition is satisfied. In this form of the invention, whenthe control components operable to place the transmission mechanism inthe continuously-variable shifting state have a deteriorated function,the transmission mechanism is inhibited from being placed in thecontinuously-variable shifting state, and is necessarily placed in thestep-variable shifting state, so that the vehicle can be run in thestep-variable shifting state, even in the event of the functionaldeterioration.

In a 51^(st) form of this invention according to the 42^(nd) formwherein the power distributing mechanism includes the first elementfixed to the engine, the second element fixed to the first electricmotor and the third element fixed to the power distributing member, thedifferential-state switching device includes a coupling device such as africtional coupling device, which is operable to connect selected two ofthe first through third elements to each other, and/or fix the secondelement to a stationary member, and the switching control means placesthe transmission mechanism in the continuously-variable shifting stateby releasing the engaging device to permit the first, second and thirdelements to be rotatable relative to each other, and places thetransmission mechanism in the step-variable shifting state by engagingthe coupling device to connect at least two of the first, second andthird elements to each other or fix the second element to the stationarymember. In this form of the invention, the power distributing mechanismcan be made simple in construction, and the transmission mechanism canbe easily controlled by the switching control means, so as to beselectively placed in the continuously-variable shifting state and thestep-variable shifting state.

In a 52^(nd) form of this invention according to the 51^(st) form, thepredetermined condition of the vehicle includes a predetermined upperlimit of a running speed of the vehicle, and the switching control meansis operable to control the coupling device, so as to fix the secondelement to the stationary member when an actual value of the runningspeed of the vehicle has exceeded the predetermined upper limit. In thisform of the invention, when the actual running speed of the vehicle hasexceeded the predetermined upper limit, the output of the engine istransmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the fuel economy is improved owing toreduction of a loss of conversion of a mechanical energy into anelectric energy, which loss would take place when the transmissionmechanism is operated as the electrically controlled continuouslyvariable transmission.

In a 53^(rd) form of this invention according to the 51^(st) form, thepredetermined condition of the vehicle includes a predetermined upperlimit of an output of the vehicle, and the switching control means isoperable to control the coupling device, so as to connect at least twoof the first, second and third elements to each other, when thedrive-force-related value of the vehicle has exceeded the upper limit.In this form of the invention, when the drive-force-related value suchas a required vehicle drive force or an actual value of the vehicledrive force has exceeded the predetermined upper limit, which iscomparatively high, the at least two of the three elements of the powerdistributing mechanism are connected to each other, and the output ofthe engine is transmitted to the drive wheel primarily through amechanical power transmitting path, so that the maximum amount of anelectric energy that must be generated when the transmission mechanismis operated as the electrically controlled continuously variabletransmission can be reduced, making it possible to reduce the requiredsize of the electric motor, and the overall size of the vehicular drivesystem including the electric motor.

In a 54^(th) form of this invention according to the 51^(st) form, thepower distributing mechanism is a planetary gear set, and the firstelement is a carrier of the planetary gear set, and the second elementis a sun gear of the planetary gear set, while the third element is aring gear of the planetary gear set, the differential-state switchingdevice including a clutch operable to connect selected two of thecarrier, sun gear and ring gear to each other, and/or a brake operableto fix the sun gear to the stationary member. In this form of theinvention, the dimension of the power distributing mechanism in itsaxial direction can be reduced, and the power distributing mechanism issimply constituted by one planetary gear set.

In a 55^(th) form of this invention according to the 54^(th) form, theplanetary gear set is a planetary gear set of single-pinion type. Inthis form of the invention, the dimension of the power distributingmechanism in its axial direction can be reduced, and the powerdistributing mechanism is simply constituted by one planetary gear setof single-pinion type.

In a 56^(th) form of this invention according to the 55^(th) form, theswitching control means is operable to control the coupling device, soas to connect the carrier and sun gear of the planetary gear set ofsingle-pinion type, for enabling the planetary gear set to operate as atransmission having a speed ratio of 1, or to hold the sun gearstationary, for enabling the planetary gear set as a speed-increasingtransmission having a speed ratio lower than 1. In this form of theinvention, the power distributing mechanism can be easily controlled, asa transmission which is constituted by a planetary gear set ofsingle-pinion type and which has a single fixed speed ratio or aplurality of fixed speed ratios.

In a 57^(th) form of this invention according to the 54^(th) form, theplanetary gear set is a planetary gear set of double-pinion type. Inthis form of the invention, the dimension of the power distributingmechanism in its axial direction can be reduced, and the powerdistributing mechanism is simply constituted by one planetary gear setof double-pinion type.

In a 58^(th) form of this invention according to the 57 form, thedifferential-state switching device is operable to control the couplingdevice, so as to connect the carrier and sun gear of the planetary gearset of double-pinion type, for enabling the planetary gear set tooperate as a transmission having a speed ratio of 1, or to hold the sungear stationary, for enabling the planetary gear set to operate as aspeed-reducing transmission having a speed ratio higher than 1. In thisform of the invention, the power distributing mechanism is simplycontrolled, as a transmission which is constituted by a planetary gearset of double-pinion type and which has a single fixed speed ratio or aplurality of fixed speed ratios.

In a 59^(th) form of this invention according to the 42^(nd) form, thetransmission mechanism of switchable type further comprises an automatictransmission disposed between the power transmitting member and thedrive wheel and connected in series to the power distributing mechanism,and a speed ratio of the transmission mechanism of switchable type isdetermined by a speed ratio of the automatic transmission. In this formof the invention, the drive force is available over a wide range ofspeed ratio, by utilizing the speed ratio of the automatic transmission.

In a 60^(th) form of this invention according to the 59^(th) form, anoverall speed ratio of the transmission mechanism of switchable type isdetermined by a speed ratio of the power distributing mechanism and aspeed ratio of the automatic transmission. In this form of theinvention, the drive force is available over a wide range of speedratio, by utilizing the speed ratio of the automatic transmission, sothat the efficiency of operation of the power distributing mechanism inits continuously-variable shifting state can be improved. Preferably,the automatic transmission is a step-variable automatic transmission. Inthis preferred form of the transmission mechanism, a continuouslyvariable transmission is constituted by the step-variable automatictransmission and the power distributing mechanism placed in itscontinuously-variable shifting state, while a step-variable transmissionis constituted by the step-variable automatic transmission and the powerdistributing mechanism placed in its step-variable shifting state.

In a 61^(st) form of this invention according to the 59^(th) form, theautomatic transmission is a step-variable transmission, and thestep-variable transmission is shifted according to a stored shiftingboundary line map. In this case, the shifting operation of thestep-variable transmission can be easily performed.

In a 62^(nd) form of this invention according to the 41^(st) form, theswitching control means places the transmission mechanism in thecontinuously-variable shifting state when the vehicle is in apredetermined running state, and does not place the transmissionmechanism in the continuously-variable shifting state when the vehicleis in the other running state. In this form of the invention, thetransmission mechanism is placed in the electrically establishedcontinuously-variable shifting state, when the vehicle is in thepredetermined running state suitable for running of the vehicle with thetransmission mechanism operating in the continuously-variable shiftingstate, so that the fuel economy of the vehicle is improved.

Preferably, the transmission mechanism of switchable type is arrangedsuch that a second electric motor is connected in series to the powertransmitting member. In this case, the required input torque of theautomatic transmission can be made lower than the torque of its outputshaft, making it possible to reduce the required size of the secondelectric motor.

The object indicated above may be achieved according to a 63^(rd) formof the present invention, which provides a control device for avehicular drive system arranged to transmit outputs of a plurality ofdrive power sources to a drive wheel of a vehicle, characterized bycomprising: (a) a differential gear device of switchable type disposedin a power transmitting path between the plurality of drive powersources and the drive wheel and switchable between a locked state and anon-locked state; and (b) switching control means for placing thedifferential gear device of switchable type selectively in one of thelocked state and the non-locked state, on the basis of a predeterminedcondition of the vehicle. In this form of the invention, thedifferential gear device of switchable type is switched by the switchingcontrol means, so as to be selectively placed in the locked state andthe non-locked state, on the basis of the predetermined condition of thevehicle. Therefore, the present control device permits the drive systemto have not only an advantage of high power transmitting efficiencyowing to running of the vehicle with one of the drive power sources inthe locked state of the differential gear device, but also an advantageof an improvement in the fuel economy owing to running of the vehiclewith another drive power source in the non-locked state of thedifferential gear device. Thus, the present control device assures ahigh degree of fuel economy of the vehicle. When the vehicle is in ahigh-output running state, the differential gear device of switchabletype is placed in the locked state. Namely, the differential gear deviceis placed in the non-locked state only when the vehicle is in the low-or medium-speed running state or low- or medium-output running state.Where an electric motor is used as the drive power source in thenon-locked state, the maximum amount of electric energy that must betransmitted from the electric motor can be reduced, making it possibleto minimize the required sizes of the electric motor, and the requiredsize of the drive system including the electric motor.

Preferably, the differential gear device of switchable type includes afirst electric motor, a power distributing mechanism operable todistribute an output of the engine to the first electric motor and apower transmitting member, and a second electric motor disposed betweenthe power transmitting member and the drive wheel. Preferably, the powerdistributing mechanism includes a first element fixed to the engine, asecond element fixed to the first electric motor, and a third elementfixed to the second electric motor and the power distributing mechanism.The power distributing mechanism includes a differential-state switchingdevice operable to place the differential gear device of switchable typeselectively in the non-locked state in which the differential geardevice is operable as an electrically controlled differential device andin the locked state in which the differential gear device is notoperable as the electrically controlled differential device. Theswitching control means indicated above is operable to control thedifferential-state switching device, so as to place the differentialgear device selectively in the non-locked and locked state. In thiscase, the differential-state switching device is controlled by theswitching control means, to permit easy switching of the differentialgear device between the non-locked state in which the differential geardevice is operable as the electrically controlled differential device,and the locked state in which the differential gear device is operableas the electrically controlled differential device.

Preferably, the differential-state switching device is operable not onlyto place the differential gear device of switchable type selectively inthe non-locked state and the locked state, and but also to place thedifferential gear device placed in the locked state, in one of aplurality of operating positions thereof, the switching control meansbeing operable to control the differential-state switching device on thebasis of the predetermined condition of the vehicle, to place thedifferential gear device in one of the plurality of operating positionsafter the differential gear device is switched from the non-locked stateto the locked state. In this form of the invention, thedifferential-state switching device is controlled by the switchingcontrol means, to switch the differential gear device of switchable typeof the vehicular drive system from the non-locked state in which thedifferential gear device is operable as the electrically controlleddifferential device, to the locked state. While the differential geardevice is placed in the locked state, the differential-state switchingdevice is further controlled by the switching control means, to placethe differential gear device in one of its plurality of operatingpositions, on the basis of the predetermined condition of the vehicle.When the vehicle is in a low- or medium-speed running state or in a low-or medium-output running state, for example, the differential geardevice of switchable type is placed in the non-locked state, assuring ahigh degree of fuel economy of the vehicle. When the vehicle is in ahigh-speed running state, on the other hand, the differential geardevice is placed in the locked state, so that the output of the engineis transmitted to the drive wheel primarily through a mechanical powertransmitting path, whereby the fuel economy is improved owing toreduction of a loss of conversion of a mechanical energy into anelectric energy, which loss would take place when the differential geardevice is operated as the electrically controlled differential device.When the vehicle is in a high-output running state, the differentialgear device is also placed in the locked state. Therefore, thedifferential gear device is operated as the electrically controlleddifferential device, only when the vehicle is in the low- ormedium-speed running state or low- or medium-output running state, sothat the maximum amount of electric energy that must be transmitted fromthe electric motor can be reduced, making it possible to minimize therequired sizes of the electric motor, and the required size of the drivesystem including the electric motor. Thus, the switching control meanspermits a change from the non-locked state to the locked state, andcontrols the differential-state switching device such that thedifferential gear device placed in the locked state is placed in one ofthe plurality of operating positions, on the predetermined condition ofthe vehicle, assuring an adequate control of the step-variable shiftingof the differential gear device depending upon the specific runningcondition of the vehicle, such as the high-speed and high-output runningstates of the vehicle.

Preferably, the predetermined condition of the vehicle includes apredetermined upper limit of a running speed of the vehicle, and theswitching control means is operable to place the differential geardevice of switchable type in the locked state, when an actual value ofthe running speed of the vehicle has exceeded the predetermined upperlimit. In this case, when the actual running speed of the vehicle hasexceeded the predetermined upper limit, the output of the engine istransmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the fuel economy is improved owing toreduction of a loss of conversion of a mechanical energy into anelectric energy, which loss would take place when the differential geardevice is operated as the electrically controlled differential device.The predetermined upper limit of the running speed is determined fordetermining whether the vehicle is in a high-speed running state.

Preferably, the predetermined condition of the vehicle includes apredetermined upper limit of a running speed of the vehicle, and theswitching control means is operable to inhibit the differential geardevice of switchable type from being placed in the non-locked state,when an actual value of the running speed of the vehicle has exceededthe predetermined upper limit. In this case, when a drive-force-relatedvalue of the vehicle has exceeded the upper limit, the differential geardevice is inhibited from being placed in the non-locked state, and theoutput of the engine is transmitted to the drive wheel primarily througha mechanical power transmitting path, so that the fuel economy isimproved owing to reduction of a loss of conversion of a mechanicalenergy into an electric energy, which loss would take place when thedifferential gear device is operated as the electrically controlleddifferential device.

Preferably, the predetermined condition of the vehicle includes apredetermined upper limit of an output of the vehicle, and the switchingcontrol means is operable to place the differential gear device ofswitchable type in the locked state when a drive-force-related value ofthe vehicle has exceeded the upper limit. In this case, when thedrive-force-related value such as a required vehicle drive force or anactual value of the vehicle drive force has exceeded the predeterminedupper limit, which is comparatively high, the output of the engine istransmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the maximum amount of an electric energy thatmust be generated when the differential gear device is operated as theelectrically controlled differential device can be reduced, making itpossible to reduce the required size of the electric motor, and theoverall size of the vehicular drive system including the electric motor.The drive-force-related value indicated above may be any parameterdirectly or indirectly relating to a drive force of the vehicle, such asan output torque of the engine, an output torque of a transmission, adrive torque of the drive wheel, or a torque in any other portion of thepower transmitting path, or an angle of opening of a throttle valvewhich represents a required value of the torque in such portion of thepower transmitting path. The predetermined upper limit of the vehicleoutput is determined for determining whether the vehicle is in ahigh-output running state.

Preferably, the predetermined condition of the vehicle includes apredetermined upper limit of an output of the vehicle, and the switchingcontrol means is operable to inhibit the differential gear device ofswitchable type from being placed in the non-locked state, when adrive-force-related value of the vehicle has exceeded the upper limit.In this case, when the drive-force-related value such as a requiredvehicle drive force or an actual value of the vehicle drive force hasexceeded the predetermined upper limit, which is comparatively high, thedifferential gear device of switchable type is inhibited from beingplaced in the non-locked state, and the output of the engine istransmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the maximum amount of an electric energy thatmust be generated when the differential gear device is operated as theelectrically controlled differential device can be reduced, making itpossible to reduce the required size of the electric motor, and theoverall size of the vehicular drive system including the electric motor.

Preferably, the predetermined condition of the vehicle is represented bya stored switching boundary line map including an upper vehicle-speedlimit line and an upper output limit line that respectively representthe upper limit of the running speed and an upper limit of adrive-force-related value of the vehicle, with which actual values ofthe running speed and the drive-force-related value are compared. Thestored switching boundary line map permits easy determination as towhether the vehicle is in the high-speed running state or in thehigh-torque running state.

Preferably, the predetermined condition of the vehicle includes apredetermined diagnosing condition for determining whether controlcomponents operable to place the differential gear device of switchabletype in the non-locked state have a deteriorated function, and theswitching control means is operable to place the differential geardevice in the locked state, when the predetermined diagnosing conditionis satisfied. In this case, the differential gear device of switchabletype is necessarily placed in the locked state if the diagnosingcondition is satisfied, even where the differential gear device shouldbe otherwise placed in the non-locked state. Thus, the vehicle can berun with the differential gear device placed in the locked state, evenin the event of the functional deterioration.

Preferably, the predetermined condition of the vehicle includes thepredetermined diagnosing condition, and the switching control means isoperable to inhibit the differential gear device of switchable type frombeing placed in the non-locked state, when the predetermined diagnosingcondition is satisfied. In this form of the invention, when the controlcomponents operable to place the differential gear device in thenon-locked state have a deteriorated function, the differential geardevice is inhibited from being placed in the non-locked state, and isnecessarily placed in the locked state, so that the vehicle can be runin the step-variable shifting state, even in the event of the functionaldeterioration.

Where the power distributing mechanism includes the first element fixedto the engine, the second element fixed to the first electric motor andthe third element fixed to the power distributing member, it ispreferable that the differential-state switching device includes acoupling device such as a frictional coupling device, which is operableto connect selected two of the first through third elements to eachother, and/or fix the second element to a stationary member, and thatthe switching control means places the differential gear device in thenon-locked state by releasing the engaging device to permit the first,second and third elements to be rotatable relative to each other, andplaces the differential gear device in the locked state by engaging thecoupling device to connect at least two of the first, second and thirdelements to each other or fix the second element to the stationarymember. In this case, the power distributing mechanism can be madesimple in construction, and the differential gear device can be easilycontrolled by the switching control means, so as to be selectivelyplaced in the non-locked state and the locked state.

Preferably, the predetermined condition of the vehicle includes apredetermined upper limit of a running speed of the vehicle, and theswitching control means is operable to control the coupling device, soas to fix the second element to the stationary member when an actualvalue of the running speed of the vehicle has exceeded the predeterminedupper limit. In this case, when the actual running speed of the vehiclehas exceeded the predetermined upper limit, the output of the engine istransmitted to the drive wheel primarily through a mechanical powertransmitting path, so that the fuel economy is improved owing toreduction of a loss of conversion of a mechanical energy into anelectric energy, which loss would take place when the differential geardevice is operated as the electrically controlled differential device.

Preferably, the predetermined condition of the vehicle includes apredetermined upper limit of an output of the vehicle, and the switchingcontrol means is operable to control the coupling device, so as toconnect at least two of the first, second and third elements to eachother, when the drive-force-related value of the vehicle has exceededthe upper limit. In this case, when the drive-force-related value suchas a required vehicle drive force or an actual value of the vehicledrive force has exceeded the predetermined upper limit, which iscomparatively high, the at least two of the three elements of the powerdistributing mechanism are connected to each other, and the output ofthe engine is transmitted to the drive wheel primarily through amechanical power transmitting path, so that the maximum amount of anelectric energy that must be generated when the differential gear deviceis operated as the electrically controlled differential device can bereduced, making it possible to reduce the required size of the electricmotor, and the overall size of the vehicular drive system including theelectric motor.

Preferably, the power distributing mechanism is a planetary gear set,and the first element is a carrier of the planetary gear set, and thesecond element is a sun gear of the planetary gear set, while the thirdelement is a ring gear of the planetary gear set, and thedifferential-state switching device includes a clutch operable toconnect selected two of the carrier, sun gear and ring gear to eachother, and/or a brake operable to fix the sun gear to the stationarymember. In this case, the dimension of the power distributing mechanismin its axial direction can be reduced, and the power distributingmechanism is simply constituted by one planetary gear set.

Preferably, the planetary gear set is a planetary gear set ofsingle-pinion type. In this case, the dimension of the powerdistributing mechanism in its axial direction can be reduced, and thepower distributing mechanism is simply constituted by one planetary gearset of single-pinion type.

Preferably, the switching control means is operable to control thecoupling device, so as to connect the carrier and sun gear of theplanetary gear set of single-pinion type, for enabling the planetarygear set to operate as a transmission having a speed ratio of 1, or tohold the sun gear stationary, for enabling the planetary gear set as aspeed-increasing transmission having a speed ratio lower than 1. In thiscase, the power distributing mechanism can be easily controlled, as atransmission which is constituted by a planetary gear set ofsingle-pinion type and which has a single fixed speed ratio or aplurality of fixed speed ratios.

Preferably, the planetary gear set is a planetary gear set ofdouble-pinion type. In this case, the dimension of the powerdistributing mechanism in its axial direction can be reduced, and thepower distributing mechanism is simply constituted by one planetary gearset of double-pinion type.

Preferably, the differential-state switching device is operable tocontrol the coupling device, so as to connect the carrier and sun gearof the planetary gear set of double-pinion type, for enabling theplanetary gear set to operate as a transmission having a speed ratio of1, or to hold the sun gear stationary, for enabling the planetary gearset to operate as a speed-reducing transmission having a speed ratiohigher than 1. In this case, the power distributing mechanism is simplycontrolled, as a transmission which is constituted by a planetary gearset of double-pinion type and which has a single fixed speed ratio or aplurality of fixed speed ratios.

Preferably, the differential gear device of switchable type furthercomprises an automatic transmission disposed between the powertransmitting member and the drive wheel and connected in series to thepower distributing mechanism, and a speed ratio of the differential geardevice of switchable type is determined by a speed ratio of theautomatic transmission. In this case, the drive force is available overa wide range of speed ratio, by utilizing the speed ratio of theautomatic transmission.

Preferably, an overall speed ratio of the differential gear device ofswitchable type is determined by a speed ratio of the power distributingmechanism and a speed ratio of the automatic transmission. In this case,the drive force is available over a wide range of speed ratio, byutilizing the speed ratio of the automatic transmission, so that theefficiency of operation of the power distributing mechanism in itsnon-locked state can be improved. Preferably, the automatic transmissionis a step-variable automatic transmission. In this case, a continuouslyvariable transmission is constituted by the step-variable automatictransmission and the power distributing mechanism placed in itsnon-locked state, while a step-variable transmission is constituted bythe step-variable automatic transmission and the power distributingmechanism placed in its locked state.

Preferably, the automatic transmission is a step-variable transmission,and the step-variable transmission is shifted according to a storedshifting boundary line map. In this case, the shifting operation of thestep-variable transmission can be easily performed.

In a 64^(th) form of this invention according to the 63^(rd) form, theswitching control means places the differential gear device in thenon-locked state when the vehicle is in a predetermined running state,and does not place the differential gear device in the non-locked statewhen the vehicle is in the other running state.

Preferably, the differential device of switchable type includes a secondelectric connected in series to the power transmitting member. In thiscase, the required input torque of the automatic transmission can bemade lower than the torque of its output shaft, making it possible toreduce the required size of the second electric motor.

The object indicated above may be achieved according to a 64^(th) formof this invention, which provides a control device for a vehicular drivesystem arranged to transmit an output of an engine to a drive wheel of avehicle, characterized by comprising: (a) a transmission mechanism ofswitchable type switchable between a continuously-variable shiftingstate in which the transmission mechanism is operable as an electricallycontrolled continuously variable transmission, and a fixed-speed-ratioshifting state; and (b) switching control means for placing thetransmission mechanism of switchable type selectively in one of thecontinuously-variable shifting state and the fixed-speed-ratio shiftingstate, on the basis of a running speed of the vehicle, and a load of thevehicle or an output torque of the vehicular drive system, and accordingto a predetermined relationship.

The control device described above, which includes the above-describedtransmission mechanism of switchable type and the above-describedswitching control means, is suitable to effect a shifting control of thetransmission mechanism operable as the electrically controlledcontinuously variable transmission.

The object indicated above may be achieved according to a 66^(th) formof this invention, which provides a control device for a vehicular drivesystem arranged to transmit an output of an engine to a drive wheel of avehicle, characterized by comprising: (a) a transmission mechanism ofswitchable type switchable between a continuously-variable shiftingstate in which the transmission mechanism is operable as an electricallycontrolled continuously variable transmission, and a step-variableshifting state in which the transmission mechanism is operable as astep-variable transmission; and (b) switching control means for placingthe transmission mechanism of switchable type selectively in one of thecontinuously-variable shifting state and the step-variable shiftingstate, on the basis of a running speed of the vehicle, and a load of thevehicle or an output torque of the vehicular drive system, and accordingto a predetermined relationship.

The control device described above, which includes the above-describedtransmission mechanism of switchable type and the above-describedswitching control means, is suitable to effect a shifting control of thetransmission mechanism operable as the electrically controlledcontinuously variable transmission.

The object indicated above may be achieved according to a 67^(th) formof this invention, which provides a control device for a vehicular drivesystem arranged to transmit an output of an engine to a drive wheel of avehicle, characterized by comprising: (a) a transmission mechanism ofswitchable type switchable between a continuously-variable shiftingstate in which the transmission mechanism is operable as an electricallycontrolled continuously variable transmission, and a fixed-speed-ratioshifting state; (b) a control map which defines, with control parametersconsisting of a running speed of the vehicle and a load of the vehicleor an output torque of the vehicular drive system, a first region inwhich the transmission mechanism of switchable type is placed in thecontinuously-variable shifting state, and a second region in which thetransmission mechanism is placed in the fixed-speed-ratio shiftingstate; and (c) switching control means for placing the transmissionmechanism of switchable type selectively in one of thecontinuously-variable shifting state and the fixed-speed-ratio shiftingstate, according to the control map.

The control device described above, which includes the above-describedtransmission mechanism of switchable type, the above-described map fordefining the first region and second region, and the above-describedswitching control means, is operable with a simple program for suitablyeffecting a shifting control of the transmission mechanism operable asthe electrically controlled continuously variable transmission.

The object indicated above may be achieved according to a 68^(th) formof this invention, which provides a vehicular drive system arranged totransmit an output of an engine to a drive wheel of a vehicle,characterized by comprising: (a) a transmission mechanism of switchabletype switchable between a continuously-variable shifting state in whichthe transmission mechanism is operable as an electrically controlledcontinuously variable transmission, and a step-variable shifting state;(b) a control map which defines, with control parameters consisting of arunning speed of the vehicle and a load of the vehicle or an outputtorque of the vehicular drive system, a first region in which thetransmission mechanism of switchable type is placed in thecontinuously-variable shifting state, and a second region in which thetransmission mechanism is placed in the step-variable shifting state;and (c) switching control means for placing the transmission mechanismof switchable type selectively in one of the continuously-variableshifting state and the step-variable shifting state, according to thecontrol map.

The control device described above, which includes the above-describedtransmission mechanism of switchable type, the above-described controlmap for defining the first region and second region, and theabove-described switching control means, is operable with a simple mapfor suitably effecting a shifting control of the transmission mechanismselectively operable as the electrically controlled continuouslyvariable transmission and the step-variable transmission.

The object indicated above may be achieved according to a 69^(th) formof this invention, which provides a control device for a vehicular drivesystem including a continuously-variable shifting portion whichfunctions as a continuously variable transmission and which has adifferential mechanism operable to distribute an output of an engine toa first electric motor and a power transmitting member, and a secondelectric motor disposed in a power transmitting path between the powertransmitting member and a drive wheel of a vehicle, the vehicular drivesystem further including a step-variable shifting portion whichconstitutes a part of the power transmitting path and which functions asa step-variable automatic transmission, characterized by comprising: (a)a differential-state switching device provided in the differentialmechanism and operable to place the continuously-variable shiftingportion selectively in a differential state in which the differentialmechanism is operable as an electrically controlled continuouslyvariable transmission, and a locked state in which the differentialmechanism is in a non-differential state; (b) a first control map whichdefines, with predetermined control parameters, shifting lines foreffecting a shifting control of the step-variable automatictransmission; and (c) a second control map which defines, with the samecontrol parameters as used for the first control map, a differentialregion in which the differential mechanism is placed in the differentialstate by the differential-state switching device, and a non-differentialstate in which the differential mechanism is placed in thenon-differential state by the differential-state switching device.

The control device described above, which includes the above-describeddifferential-state switching device, the above-described first controlmap and the above-described second control map, is operable with asimple program for suitably effecting a shifting control of thetransmission mechanism operable selectively as the electricallycontrolled continuously variable transmission and the step-variabletransmission.

The object indicated above may be achieved according to a 70^(th) formof this invention, which provides a control device for a vehicular drivesystem including a differential mechanism operable to distribute anoutput of an engine to a first electric motor and a power transmittingmember, and a second electric motor disposed in a power transmittingpath between the power transmitting member and a drive wheel of avehicle, characterized by comprising: (b) a differential-state switchingdevice operable to place the differential mechanism selectively in adifferential state in which the differential mechanism is operable as anelectrically controlled continuously variable transmission, and a lockedstate in which the differential mechanism is in a non-differentialstate; (b) a first control map which defines, with predetermined controlparameters, a plurality of regions for effecting a drive-power-sourceselection control to select at least one drive power source to beoperated to generate a drive force, from among the engine, the firstelectric motor and the second electric motor; and (c) a second controlmap which defines, with the same control parameters used for the firstcontrol map, a differential region in which the differential mechanismis placed in the differential state by the differential-state switchingdevice, and a non-differential region in which the differentialmechanism is placed in the non-differential state by thedifferential-state switching device.

The control device described above, which includes the above-describeddifferential-state switching device, the above-described first controlmap and the above-described second control map, is operable with asimple program for suitably effecting a shifting control of thetransmission mechanism operable as the electrically controlledcontinuously variable transmission, and the drive-power-source selectioncontrol.

The object indicated above may be achieved according to a 71^(st) formof this invention, which provides a control device for a vehicular drivesystem including a differential mechanism operable to distribute anoutput of an engine to a first electric motor and a power transmittingmember, and a second electric motor disposed in a power transmittingpath between the power transmitting member and a drive wheel of avehicle, characterized by comprising: (a) a differential-state switchingdevice operable to place the differential mechanism selectively in adifferential state in which the differential mechanism is operable as anelectrically controlled continuously variable transmission, and astep-variable shifting state in which the differential mechanism isoperable as a step-variable transmission; (b) a first control map whichdefines, with predetermined control parameters, a plurality of regionsfor effecting a drive-power-source selection control to select at leastone drive power source to be operated to generate a drive force, fromamong the engine, the first electric motor and the second electricmotor; and (c) a second control map which defines, with the same controlparameters used for the first control map, a differential region inwhich the differential mechanism is placed in the differential state bythe differential-state switching device, and a non-differential regionin which the differential mechanism is placed in the non-differentialstate by the differential-state switching device.

The control device described above, which includes the above-describedtransmission mechanism of switchable type, the above-described firstcontrol map and the above-described second control map, is operable witha simple program for suitably effecting a shifting control of thetransmission mechanism operable as the electrically controlledcontinuously variable transmission, and the drive-power-source selectioncontrol.

In a 72^(nd) form of this invention, according to any one of the 69^(th)through 71^(st) form, the predetermined control parameters consist of arunning speed of the vehicle, and a load of the vehicle or an outputtorque of the vehicular drive system. In this case, the shifting controlof the transmission mechanism operable as the electrically controlledcontinuously variable transmission can be effected with a simpleprogram.

The object indicated above may be achieved according to a 73^(rd) formof this invention, which provides a control device for a vehicular drivesystem arranged to transmit an output of an engine to a drive wheel of avehicle, characterized by comprising: (a) a transmission mechanism ofswitchable type switchable between a continuously-variable shiftingstate in which the transmission mechanism is operable as an electricallycontrolled continuously variable transmission, and a step-variableshifting state in which the transmission mechanism is operable as astep-variable transmission; and (b) switching control means operable toplace the transmission mechanism of switchable type selectively in oneof the continuously-variable shifting state and the step-variableshifting state in which a fuel consumption ratio of the vehicle islower.

In the control device described above, the transmission mechanism ofswitchable type switchable between the electrically establishedcontinuously-variable shifting state in which the transmission mechanismis operable as the electrically controlled continuously variabletransmission and the step-variable shifting state in which thetransmission mechanism is operable as the step-variable transmission iscontrolled by the switching control means, so as to be placedselectively in one of the continuously-variable shifting state and thestep-variable shifting states, in which the fuel consumption ratio islower. Accordingly, the vehicle can be run with improved fuel economy.

In a 74^(th) form of this invention according to the 73^(rd) form, thefuel consumption ratio is calculated from time to time, on the basis ofa condition of the vehicle. In this case, values of the fuel consumptionratio in the continuously-variable shifting state and the step-variableshifting state are calculated from time to time, and the transmissionmechanism of switchable type is placed in one of those shifting statesin which the fuel economy is higher. Preferably, fuel-consumption-ratiocalculating means is provided to calculate from time to time the fuelconsumption ratio values on the basis of the vehicle condition. In thiscase, the fuel consumption ratio values in the continuously-variableshifting state and in the step-variable shifting state are calculatedfrom time to time, by the fuel-consumption-ratio calculating means, sothat the transmission mechanism of switchable type can be placed in oneof the continuously-variable and step-variable shifting states in whichthe fuel economy is higher.

In a 75^(th) form of this invention according to the 74^(th) form, thefuel consumption ratio which is calculated from time to time on thebasis of the condition of the vehicle is calculated on the basis of afuel consumption ratio of the engine obtained according to a storedrelationship. In this case, the fuel consumption ratio of the vehiclecan be adequately calculated.

In a 76^(th) form of this invention according to the 74^(th) or 75^(th)form, the fuel consumption ratio which is calculated from time to timeon the basis of the condition of the vehicle is obtained by takingaccount of an efficiency of power transmission from the engine to thedrive wheel. In this case, the fuel consumption ratio can be adequatelycalculated. Preferably, power-transmitting-efficiency calculating meansis provided to calculate the efficiency of power transmission from theengine to the drive wheel. In this case, the fuel consumption ratio ofthe vehicle can be adequately calculated by thepower-transmitting-efficiency calculating means, with the efficiency ofpower transmission being taken into account.

In a 77^(th) form of this invention according to the 76^(th) form, theefficiency of power transmission changes with a running resistance ofthe vehicle. In this case, the fuel consumption ratio can be adequatelycalculated.

In a 78^(th) form of this invention according to the 76^(th) or 77^(th)form, the efficiency of power transmission changes with a running speedof the vehicle. In this case, the fuel consumption ratio can beadequately calculated.

In a 79^(th) form of this invention according to any one of the 76^(th)through 78^(th) forms, the efficiency of power transmission changes witha drive-force-related value of the vehicle. In this case the fuelconsumption ratio can be adequately calculated. The drive-force-relatedvalue indicated above is a parameter directly or indirectly relating tothe drive force of the vehicle, which may be a torque or rotary force ata suitable portion of a power transmitting path, such as an outputtorque of the engine, an output torque of the transmission and a drivetorque of the drive wheel, or may be an angle of opening of a throttlevalve or an amount of operation of an accelerator pedal, whichrepresents a required value of such a torque or rotary force.

In an 80^(th) form of this invention according to the 73^(rd) form, thetransmission mechanism of switchable type is placed selectively in oneof the continuously-variable shifting state and the step-variableshifting state, on the basis of a condition of the vehicle, andaccording to a stored relationship which defines shifting regionscorresponding to the continuously-variable and step-variable shiftingstates such that the transmission mechanism is placed in one of thecontinuously-variable and step-variable shifting states in which thefuel consumption ratio is lower. In this case, the shifting state of thetransmission mechanism of switchable type is easily selected so as toimprove the fuel economy.

In an 81^(st) form of this invention according to any one of the 73^(rd)through 80^(th) forms, the switching control means is operable to placethe transmission mechanism of switchable type in the step-variableshifting state when an actual speed of the vehicle has exceeded apredetermined upper limit. In this form of the invention, while theactual vehicle speed is higher than the upper limit above which thevehicle is in the high-speed running state, the output of the engine istransmitted to the drive wheel primarily through the mechanical powertransmitting path, so that the fuel economy of the vehicle is improvedowing to reduction of a loss of conversion of the mechanical energy intothe electric energy, which would take place when the transmissionmechanism is operated as the electrically controlled continuouslyvariable transmission. The upper limit of the vehicle speed indicatedabove is obtained by experimentation, to detect the high-speed runningstate of the vehicle in which the transmission mechanism is switched tothe step-variable shifting state, since the fuel economy in thehigh-speed running state is higher in the step-variable shifting statethan in the continuously-variable shifting state. Thus, the transmissionmechanism is placed in the step-variable shifting state, not on thebasis of the fuel consumption ratio value, but on the basis of theactual vehicle speed as compared with the predetermined upper limit.

Preferably, the switching control means inhibits the transmissionmechanism of switchable time from being placed in thecontinuously-variable shifting state when the actual vehicle speed hasexceeded the predetermined upper limit. In this case, when the actualvehicle speed has exceeded the upper limit, the transmission mechanismis inhibited from being placed in the continuously-variable shiftingstate, so that the output of the engine is transmitted to the drivewheel primarily through the mechanical power transmitting path, wherebythe fuel economy of the vehicle is improved owing to reduction of a lossof conversion of the mechanical energy into the electric energy, whichwould take place when the transmission mechanism is operated as theelectrically controlled continuously variable transmission.

In an 82^(nd) form of the invention according to any one of the 73^(rd)through 81^(st) forms, the switching control means is operable to placethe transmission mechanism of switchable type in the step-variableshifting state when a drive-force-related value of the vehicle hasexceeded a predetermined upper limit. In this form of the invention,while the drive-force-related value such as the required or actual driveforce of the vehicle is larger than the predetermined upper limit, theoutput of the engine is transmitted to the drive wheel primarily throughthe mechanical power transmitting path, so that the maximum amount ofelectric energy that must be generated by he electric motor can bereduced, making it possible to reduce the required sizes of the electricmotor and the drive system including the electric motor. The upper limitof the drive-force-related value indicated above is determined to detectthe high-output running state of the vehicle in which the transmissionmechanism of switchable time should be switched to the step-variableshifting state, that is, to detect the high-output running state of thevehicle in which the transmission mechanism should not be operated as anelectrically controlled continuously variable transmission and in whichthe engine output is higher than a predetermined upper limit determinedbased on the nominal output of the electric motor. Thus, thetransmission mechanism is placed in the step-variable shifting state,not on the basis of the fuel consumption ratio, but on the basis of theactual drive-force-related value as compared with the predeterminedupper limit.

Preferably, the switching control means inhibits the transmissionmechanism of switchable time from being placed in thecontinuously-variable shifting state when the actual drive-force-relatedvalue of the vehicle has exceeded the predetermined upper limit. In thiscase, when the actual drive-force-related value such as the required oractual drive force of the vehicle has exceeded the upper limit, thetransmission mechanism is inhibited from being placed in thecontinuously-variable shifting state, so that the output of the engineis transmitted to the drive wheel primarily through the mechanical powertransmitting path, whereby the maximum amount of electric energy thatmust be generated by he electric motor can be reduced, making itpossible to reduce the required sizes of the electric motor and thedrive system including the electric motor.

In an 83ard form of this invention according to any one of the 73^(rd)through 82^(nd) form, the switching control means is operable to placethe transmission mechanism of switchable type in the step-variableshifting state when it is determined that a predetermined diagnosingcondition indicative of functional deterioration of control componentsthat are operable to place the transmission mechanism in theabove-indicated electrically established continuously-variable shiftingstate is satisfied. In this case, the vehicle can be run with thetransmission mechanism of switchable type operating in the step-variableshifting state, even when the transmission mechanism cannot be normallyoperated in the continuously-variable shifting state.

Preferably, the switching control means inhibits the transmissionmechanism of switchable time from being placed in thecontinuously-variable shifting state when the predetermined diagnosingcondition indicative of the functional deterioration of the controlcomponents operable to place the transmission mechanism in theelectrically established continuously-variable shifting state issatisfied. In this case, the vehicle can be run with the transmissionmechanism of switchable type operating in the step-variable shiftingstate, even when the transmission mechanism cannot be normally operatedin the continuously-variable shifting state.

In an 84^(th) form of this invention according to any one of the 73^(rd)through 83^(rd) forms, 84. the transmission mechanism of switchable typeincludes a first electric motor, a power distributing mechanism operableto distribute the output of the engine to the first electric motor and apower transmitting member, and a second electric motor disposed betweenthe power transmitting member and the drive wheel. Preferably, the powerdistributing mechanism has a first element fixed to the engine, a secondelement fixed to the first electric motor, and a third element fixed tothe second electric motor and the power transmitting member. This powerdistributing mechanism includes a differential-state switching deviceoperable to place the transmission mechanism selectively in one of thecontinuously-variable shifting state and the step-variable shiftingstates, and the switching control means controls the differential-stateswitching device to place the transmission mechanism selectively in oneof the continuously-variable shifting state and the step-variableshifting state. In this form of the invention, the differential-stateswitching device is controlled by the switching control means, so thatthe transmission mechanism of switchable type of the drive system can beeasily switched between the continuously-variable shifting state inwhich the transmission mechanism is operable as the continuouslyvariable transmission and the step-variable shifting state in which thetransmission mechanism is operable as the step-variable transmission.

In a 85^(th) form of this invention according to the 84^(th) form, thepower distributing mechanism has the first element fixed to the engine,the second element fixed to the first electric motor and the thirdelement fixed to the power transmitting member, and thedifferential-state switching device includes a frictional couplingdevice operable to connect selected two of the first, second and thirdelements to each other, and/or fix the second element to a stationarymember. In this case, the switching control means is operable to releasethe coupling device to permit the first, second and third elements to berotated relative to each other, for thereby placing the transmissionmechanism in the continuously-variable shifting state, and to engage thecoupling device to connect at least two of the first, second and thirdelements to each other or fix the second element to the stationarymember, for thereby placing the transmission mechanism in thestep-variable shifting state. In this form of the invention, the powerdistributing mechanism is simple in construction, and the transmissionmechanism can be easily switched by the switching control means, betweenthe continuously-variable shifting state and the step-variable shiftingstate.

In an 86^(th) form of this invention according to the 85^(th) form, thepower distributing mechanism is a planetary gear set, and the firstelement is a carrier of the planetary gear set, and the second elementis a sun gear of the planetary gear set, while the third element is aring gear of the planetary gear set. In this case, thedifferential-state switching device includes a clutch operable toconnect selected two of the carrier, sun gear and ring gear to eachother, and/or a brake operable to fix the sun gear to the stationarymember. In this form of the invention, the required dimension of thepower distributing mechanism in its axial direction can be reduced, andthe power distributing mechanism is simply constituted by one planetarygear set.

In an 87^(th) form of this invention according to the 86^(th) form theplanetary gear set is a planetary gear set of single-pinion type. Inthis case, the required dimension of the power distributing mechanism inits axial direction can be reduced, and the power distributing mechanismis simply constituted by one planetary gear set of single pinion type.

In an 88^(th) form of this invention according to the 87^(th) form, theswitching control device is operable to control the coupling device, soas to connect the carrier and the sun gear of the planetary gear set ofsingle-pinion type, for enabling the planetary gear set to operate as atransmission having a speed ratio of 1, or to hold the sun earstationary, for enabling the planetary gear set as a speed-increasingtransmission having a speed ratio lower than 1. In this form of theinvention, the power distributing mechanism can be easily controlled bythe switching control means, as a transmission which is constituted byone planetary gear set of single-pinion type and which has a singlefixed speed ratio or a plurality of fixed speed ratios.

In an 89^(th) form of this invention according to the 84^(th) form, thetransmission mechanism of switchable type further includes an automatictransmission disposed in series between the power transmitting memberand the drive wheel, and a speed ration of the transmission mechanism ofswitchable type is determined by a speed ratio of the automatictransmission. In this form of the invention, the drive force isavailable over a wide range of speed ratio, by utilizing the speed ratioof the automatic transmission.

In a 90^(th) form of this invention according to the 89^(th) form, anoverall speed ratio of the transmission mechanism of switchable type isdetermined by a speed ratio of the power distributing mechanism and thespeed ratio of the automatic transmission. In this form of theinvention, the drive force is available over a wide range of speedratio, by utilizing the speed ratio of the automatic transmission, sothat the efficiency of operation of the power distributing mechanism inits continuously-variable shifting state can be improved. Preferably,the automatic transmission is a step-variable automatic transmission. Inthis case, a continuously variable transmission is constituted by thestep-variable automatic transmission and the power distributingmechanism placed in the continuously-variable shifting state, while astep-variable transmission is constituted by the step-variable automatictransmission and the power distributing mechanism placed in thestep-variable shifting state and the step-variable automatictransmission.

In a 91^(st) form of this invention according to the 89^(th) form, theautomatic transmission is a step-variable automatic transmission, whichis shifted according to a stored shifting control map. In this form ofthe invention, a shifting action of the step-variable automatictransmission can be easily controlled.

Preferably, the transmission mechanism of switchable type is arrangedsuch that the second electric motor is directly connected to the powertransmitting member. In this case, the required input torque of theautomatic transmission can be made lower than the torque of its outputshaft, making it possible to reduce the required size of the secondelectric motor.

According to a 92^(nd) form of this invention, there is provided acontrol device for a vehicular drive system including (a) acontinuously-variable shifting portion operable in an electricallyestablished continuously-variable shifting state, and (b) astep-variable shifting portion operable as a step-variable shiftingstate, the continuously-variable shifting portion including adifferential gear device having three elements consisting of a firstelement fixed to a first electric motor, a second element fixed to anengine and a third element fixed to an output shaft, thecontinuously-variable shifting portion further including a secondelectric motor operatively connected to a power transmitting pathbetween the output shaft and a drive wheel of a vehicle, thestep-variable shifting portion being disposed in the power transmittingpath, characterized by comprising (c) speed-ratio control means operablein the continuously-variable shifting state of the continuously-variableshifting portion, for controlling a speed ratio of the step-variableshifting portion and a speed ratio of the continuously-variable shiftingportion, so as to maximize a fuel economy of the vehicle.

In the control device according to the 92^(nd) form of this invention,the speed ratio of the step-variable shifting portion and the speedratio of the continuously-variable shifting portion are controlled bythe speed-ratio control means, so as to maximize the fuel economy of thevehicle, in the continuously-variable shifting state of thecontinuously-variable shifting portion, so that the fuel economy isimproved in the present form of the invention, as compared with that inthe case where those speed ratios are controlled independently of eachother. For instance, the speed-ratio control means controls the speedratio of the step-variable shifting portion so as to prevent reverserotation of the first electric motor of the continuously-variableshifting portion, even in a steady-state running state of the vehicle ata comparatively high speed. Accordingly, the fuel economy of the vehicleas a whole can be maximized.

According to a 93^(rd) form of this invention, there is provided acontrol device for a vehicular drive system including (a) acontinuously-variable shifting portion operable in an electricallyestablished continuously-variable shifting state, and (b) astep-variable shifting portion operable in a step-variable shiftingstate, the continuously-variable shifting portion including adifferential gear device having three elements consisting of a firstelement fixed to a first electric motor, a second element fixed to anengine and a third element fixed to an output shaft, thecontinuously-variable shifting portion further including a secondelectric motor operatively connected to a power transmitting pathbetween the output shaft and a drive wheel of a vehicle, thestep-variable shifting portion being disposed in the power transmittingpath, characterized by comprising (c) speed-ratio control means operablein the continuously-variable shifting state of the continuously-variableshifting portion, for controlling a speed ratio of thecontinuously-variable shifting portion, depending upon a speed ratio ofthe step-variable shifting portion.

In the control device according to the 93^(rd) form of this invention,the speed ratio of the continuously-variable shifting portion iscontrolled by the speed-ratio control means, depending upon the speedratio of the step-variable shifting portion, in thecontinuously-variable shifting state of the continuously-variableshifting portion. Accordingly, the speed ratios of the step-variableshifting portion and the continuously-variable shifting portion arecontrolled to improve the power transmitting efficiency of the vehicleas a whole.

In a 94^(th) form of this invention according to the 92^(nd) or 93^(rd)form, the speed-ratio control means is operable to control the speedratio of the step-variable shifting portion and the speed ratio of thecontinuously-variable shifting portion, on the basis of an efficiency ofthe first electric motor of the continuously-variable shifting portionand an efficiency of the second electric motor of thecontinuously-variable shifting portion.

In the control device according to the 94^(th) form of the inventionaccording to the 92^(nd) or 93^(rd) form, the speed-ratio control meanscontrols the speed ratio of the step-variable shifting portion and thespeed ratio of the continuously-variable shifting portion, on the basisof the efficiency of the first electric motor of thecontinuously-variable shifting portion and the efficiency of the secondelectric motor of the continuously-variable shifting portion.Accordingly, the speed ratio of the step-variable shifting portion andthe speed ratio of the continuously-variable shifting portion arecontrolled by taking account of the efficiency values of the first andsecond electric motors, so that the power transmitting efficiency isfurther improved.

In a 95^(th) form of this invention according to the 92^(nd) or 93^(rd)form, the speed-ratio control means is operable to change a rotatingspeed of the output shaft of the continuously-variable shifting portion,by adjusting the speed ratio of the step-variable shifting portion.

In the control device according to the 95^(th) form, the speed-ratiocontrol means changes the rotating speed of the output shaft of thecontinuously-variable shifting portion by adjusting the speed ratio ofthe step-variable shifting portion. Accordingly, the power transmittingefficiency and fuel economy of the vehicle as a whole can be improved.

In a 96^(th) form of this invention, the control device furthercomprises a switching device operable to switch thecontinuously-variable shifting portion between the continuously-variableshifting portion in which the speed ratio is continuously variable, andthe step-variable shifting portion in which the speed ratio is heldconstant, and continuously-variable-shifting-run determining meansoperable for determining that the continuously-variable shifting portionhas been switched by the switching device to the continuously-variableshifting state. In this form of the invention, the speed-ratio controlmeans is operable, upon determination by thecontinuously-variable-shifting run determining means that thecontinuously-variable shifting portion has been switched by theswitching device to the continuously-variable shifting state, to controlthe speed ratio of the step-variable shifting portion and the speedratio of the continuously-variable shifting portion, so as to maximizethe fuel economy of the vehicle.

In the control device of the 96^(th) form of the invention according tothe 92^(nd) or 93^(rd) form, the control device comprises the switchingdevice to switch the continuously-variable shifting portion between thecontinuously-variable shifting portion in which the speed ratio iscontinuously variable, and the step-variable shifting portion in whichthe speed ratio is held constant, and thecontinuously-variable-shifting-run determining means for determiningthat the continuously-variable shifting portion has been switched by theswitching device to the continuously-variable shifting state. Upondetermination by the continuously-variable-shifting-run determiningmeans that the continuously-variable shifting portion has been switchedto the continuously-variable shifting state, the speed ratio of thestep-variable shifting portion and the speed ratio of thecontinuously-variable shifting portion are controlled so as to maximizethe fuel economy of the vehicle. Accordingly, the power transmittingefficiency and fuel economy of the vehicle as a whole can be improved.

Preferably, the control device according to any one of the 92^(nd)through 96^(th) forms of this invention comprises engine-fuel-economymap memory means for storing an engine-fuel-economy map, and thespeed-ratio control means includes target-engine-speed calculating meansfor determining a target speed of the engine on the basis of an actualvalue of an operating angle of an accelerator pedal and according to theengine-fuel-economy map, and two-speed-ratios determining means fordetermining the speed ratio of the step-variable shifting portion andthe speed ratio of the continuously-variable shifting portion which givethe determined target speed of the engine, on the basis of an actualvalue of a running speed of the vehicle.

Preferably, the target-engine-speed calculating means is arranged toselect one of iso-horsepower curves which corresponds to an output ofthe engine satisfying a vehicle drive force required by an operator ofthe vehicle, on the basis of the actual value of the operating angle Accof the accelerator pedal and according to the engine-fuel-economy map,and determine, as the target speed of the engine, a speed of the enginecorresponding to a point of intersection between the selectediso-horsepower curve and a highest-fuel-economy curve.

Preferably, the two-speed-ratios determining means is arranged to anoverall speed ratio of a transmission mechanism which gives the targetspeed of the engine, on the basis of the target speed of the engine andthe actual value of the running speed of the vehicle, and determine thespeed ratio of the step-variable shifting portion and the speed ratio ofthe continuously-variable shifting portion which give the determinedoverall speed ratio of the transmission mechanism, such that a powertransmitting efficiency of the transmission mechanism as a whole ismaximized.

Preferably, the two-speed-ratios determining means is arranged tocalculate a fuel consumption amount of the vehicle for each of aplurality of candidate values of the speed ratio of the step-variableshifting portion which give a speed of the engine higher than the targetspeed of the engine. The candidate values are set on the basis of theactual value of the running speed V of the vehicle and according to arelationship between the engine speed and the vehicle running speed. Thetwo-speed-ratios determining means calculates the fuel consumptionamount on the basis of the overall speed ratio which gives the targetspeed N_(EM) of the engine, and the candidate values of the speed ratioof the step-variable shifting portion, and according to a storedequation for calculating the fuel consumption amount. Thetwo-speed-ratios determining means determines, as the speed ratio of thestep-variable shifting portion, one of the candidate values whichcorresponds to a smallest one of the calculated fuel consumptionamounts, and determine the speed ratio of the continuously-variableshifting portion on the basis of the determined speed ratio of thestep-variable shifting portion, and the overall speed ratio which givesthe target speed of the engine.

Preferably, the equation for calculating the fuel consumption amount isformulated to calculate the fuel consumption amount of the vehicle onthe basis of the efficiency of the first electric motor and theefficiency of the second electric motor.

Preferably, a planetary gear type step-variable transmission or apermanent meshing type parallel-two-axes step-variable transmission isdisposed between the output shaft and the drive wheel. For example, theplanetary gear type step-variable transmission is constituted by aplurality of planetary gear sets, and the parallel-two-axesstep-variable transmission includes a plurality of gear pairs which haverespective different gear ratios and which are mounted on parallel twoshafts such that each of the gear pairs is selectively placed by asynchronous coupling device in a power transmitting state.

Preferably, the differential gear device is operable as an electricallycontrolled continuously variable transmission the speed ratio of whichis a ratio of the rotating speed of an input shaft and the rotatingspeed of an output shaft and which is continuously variable byelectrically controlling the speed of the first electric motor fixed tothe first element.

Preferably, a switching device is provided for switching thestep-variable shifting portion having the differential gear device,between a differential state and a locked state. This switching deviceincludes a clutch which is disposed between the first and secondelements of the differential gear device and which is engaged to rotatethe third element of the differential gear device.

Preferably, the differential gear device is constituted by a planetarygear set including a sun gear, a ring gear, and a carrier whichrotatably supports a planetary gear or gears meshing with the sun gearand the ring gear. However, the differential gear device may beconstituted by a pair of bevel gears connected to the input and outputshafts, and a rotary element which rotatably supports a pinion orpinions meshing with the pair of bevel gears.

Preferably, the step-variable shifting portion is a planetary gear typestep-variable transmission, or a continuously variable transmission thespeed ratio of which is variable in steps.

Preferably, the switching device arranged to switch the differentialgear device between the differential and locked states is ahydraulically operated frictional coupling device, or a coupling deviceof a magnetic-powder type, an electromagnetic type or a mechanical type,such as a powder (magnetic powder) clutch, an electromagnetic clutch anda meshing type dog clutch, which is arranged to connect selected ones ofthe elements of the differential gear device to each other or a selectedone of the elements to a stationary element.

Preferably, the second electric motor is operatively connected to aportion of the power transmitting path between the output shaft of thedifferential gear device and the drive wheel. For example, the secondelectric motor is connected to a rotary member such as the output shaftof the differential gear device, a rotary member of an automatictransmission provided in the power transmitting path, or an output shaftof this automatic transmission.

According to a 97^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a first planetary gear devicehaving as three elements a sun gear, a carrier and a ring gear, thethree elements consisting of a first element, a second element and athird element which are arranged in the order of the second element, thefirst element and the third elements in a direction from one of oppositeends of a collinear chart toward the other end, the collinear charthaving straight lines indicating rotating speeds of the three elements,the first element being fixed to the engine, the second element beingfixed to the first electric motor, and the third element being fixed tothe power transmitting member, the power distributing mechanism furtherincluding a differential-state switching device operable to place thepower distributing mechanism selectively in a differential state inwhich the power distributing mechanism is operable as an electricallycontrolled continuously variable transmission, and a non-differentialstate in which the power distributing mechanism is not operable as theelectrically controlled continuously variable transmission, and (c) theautomatic transmission includes a second planetary gear set and a thirdplanetary gear set, the second and third planetary gear sets having sungears, carriers and ring gears selected ones of which are fixed to eachother to constitute four elements consisting of a fourth element, afifth element, a sixth element and a seventh elements rotating speeds ofwhich are indicated by straight lines of a collinear chart in which thefour elements are arranged in the order of the fourth element, the fifthelement, the sixth element and the seventh element in a direction fromone of opposite ends of the collinear chart toward the other end, thefourth element being selectively connected to the power transmittingmember through a second clutch and selectively fixed to a stationarymember through a first brake, the fifth element being selectivelyconnected to the power transmitting member through a third clutch andselectively fixed to the stationary member through a second brake, thesixth element being fixed to an output rotary member of the automatictransmission, and the seventh element being selectively connected to thepower transmitting member through a first clutch, the automatictransmission having a plurality of gear positions which are establishedby engaging respective combinations of the first, second and thirdclutches and the first and second brakes.

In a 98^(th) form of this invention according to the 97^(th) form, thedifferential-state switching device includes a switching clutch operableto connect the second element to the first element, and/or a switchingbrake operable to fix the second element to the stationary member, thefirst planetary gear set being placed in the differential state byreleasing the switching clutch and/or the switching brake, and in thelocked state by engaging the switching clutch and/or the switchingbrake.

In a 99^(th) form of this invention according to the 98^(th) form, theplurality of gear positions includes: a first-gear position which has ahighest speed ratio and which is established by engaging the switchingclutch, the first clutch and the second brake; a second-gear positionwhich has a speed ratio lower than that of the first-gear position andwhich is established by engaging the switching clutch, the first clutchand the first brake; a third-gear position which has a speed ratio lowerthan that of the second-gear position and which is established byengaging the switching clutch, the first clutch and the third clutch; afourth-gear position which has a speed ratio lower than that of thethird-gear position and which is established by engaging the switchingclutch, the third clutch and the first brake; and a fifth-gear positionwhich has a speed ratio lower than that of the fourth-gear position andwhich is established by engaging the third clutch, the switching brakeand the first brake.

In a 100^(th) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a double-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear functioning as the fourth element, thesecond carrier and the third carrier functioning as the fifth element,the second ring gear and the third ring gear functioning as the sixthelement, and the third sun gear functioning as the seventh element.

In a 101^(st) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second carrier and the third sun gear functioning as thefourth element, the second ring gear and the third carrier functioningas the fifth element, the third ring gear functioning as the sixthelement, and the third ring gear functioning as the seventh element.

In a 102^(nd) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear functioning as thefourth element, the second ring gear functioning as the fifth element,the third carrier functioning as the sixth element, and the secondcarrier and the third ring gear functioning as the seventh element.

In a 103^(rd) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear functioning as the fourth element, thesecond ring gear and the third ring gear functioning as the fifthelement, the third carrier functioning as the sixth element, and thesecond carrier and the third sun gear functioning as the seventhelement.

In a 104^(th) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a double-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the third sun gear functioning as the fourth element, thesecond ring gear functioning as the fifth element, the second carrierand third ring gear functioning as the sixth element, and the second sungear and the third carrier functioning as the seventh element.

In a 105^(th) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear functioning as the fourth element, thesecond carrier and third ring gear functioning as the fifth element, thesecond ring gear and the third carrier functioning as the sixth element,and the third sun gear functioning as the seventh element.

In a 106^(th) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the third sun gear functioning as the fourth element, thesecond ring gear functioning as the fifth element, the second carrierand the third carrier functioning as the sixth element, and the secondsun gear and the third ring gear functioning as the seventh element.

In a 107^(th) form of this invention according to any one of the 97^(th)through 99^(th) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear functioning as thefourth element, the third carrier functioning as the fifth element, thesecond carrier and the third ring gear functioning as the sixth element,and the second ring gear functioning as the seventh element.

According to a 108^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a double-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a second clutch and selectively fixed to a stationarymember through a first brake, the second carrier and the third carrierbeing selectively connected to the power transmitting member through athird clutch and selectively fixed to the stationary member through asecond brake, the second ring gear and the third ring gear being fixedto an output rotary member of the automatic transmission, and the thirdsun gear being selectively connected to the power transmitting memberthrough a first clutch.

According to a 109^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a first clutch, the second carrier and the third sun gearbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to a stationary member through afirst brake, the second ring gear and the third carrier beingselectively connected to the power transmitting member through a thirdclutch and selectively fixed to the stationary member through a secondbrake, and the third ring gear being fixed an output rotary member ofthe automatic transmission.

According to a 110^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third sun gear being selectively connected tothe power transmitting member through a second clutch and selectivelyfixed to a stationary member through a first brake, the second carrierand the third ring gear being selectively connected to the powertransmitting member through a first clutch, the second ring gear beingselectively connected to the power transmitting member through a thirdclutch and selectively fixed to the stationary member through a secondbrake, and the third carrier being fixed to an output rotary member ofthe automatic transmission.

According to a 111^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a second clutch and selectively fixed to a stationarymember through a first brake, the second carrier and the third sun gearbeing selectively connected to the power transmitting member through afirst clutch, the second ring gear and the third ring gear beingselectively connected to the power transmitting member through a thirdclutch and selectively fixed to the stationary member through a secondbrake, and the third carrier being fixed to an output rotary member ofthe automatic transmission.

According to a 112^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a double-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third carrier being selectively connected to thepower transmitting member through a second clutch, the second carrierand the third ring gear being integrally fixed to each other forrotation as a unit and fixed to an output rotary member of the automatictransmission, the second ring gear being selectively connected to thepower transmitting member through a third clutch and selectively fixedto a stationary member through a second brake, and the third sun gearbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to the stationary member through afirst brake.

According to a 113^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a second clutch and selectively fixed to a stationarymember through a first brake, the second carrier and the third ring gearbeing selectively connected to the power transmitting member through athird clutch and selectively fixed to a stationary member through asecond brake, the second ring gear and the third carrier being fixed toan output rotary member of the automatic transmission, and the third sungear being selectively connected to the power transmitting memberthrough a first clutch.

According to a 114^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third ring gear being selectively connected tothe power transmitting member through a second clutch, the secondcarrier and the third carrier being fixed to an output rotary member ofthe automatic transmission, the second ring gear being selectivelyconnected to the power transmitting member through a third clutch andselectively fixed to a stationary member through a second brake, and thethird sun gear being selectively connected to the power transmittingmember through a second clutch and selectively fixed to the stationarymember through a first brake.

According to a 115^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third sun gear being selectively fixed to astationary member through a first brake, the second carrier and thethird ring gear being fixed to an output rotary member of the automatictransmission, the second ring gear being selectively connected to thepower transmitting member through a first clutch, and the third carrierbeing selectively connected to the power transmitting member through athird clutch and selectively fixed to the stationary member through asecond brake.

In a 116^(th) form of this invention according to any one of the108^(th) through 115^(th) forms, the shifting-state switching deviceincludes a switching clutch operable to connect the first carrier andthe first sun gear to each other, and/or a switching brake operable fixthe first sun gear to the stationary member.

According to a 117^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, an automatic transmission disposedbetween the power transmitting member and a drive wheel of a vehicle,and a second electric motor disposed between the power transmittingmember and the drive wheel, characterized in that the automatictransmission includes a plurality of input clutches selectivelyconnected to an output shaft of the power distributing mechanism, andthe automatic transmission has a plurality of gear positions which areestablished by selectively engaging and releasing the plurality of inputclutches.

In a 118^(th) form of this invention according to the 117^(th) form, thepower distributing mechanism includes a first planetary gear set havingas three elements a sun gear, a carrier and a ring gear, the threeelements consisting of a first element, a second element and a thirdelement which are arranged in the order of the second element, the firstelement and the third elements in a direction from one of opposite endsof a collinear chart toward the other end, the collinear chart havingstraight lines indicating rotating speeds of the three elements, thefirst element being fixed to the engine, the second element being fixedto the first electric motor, and the third element being fixed to thepower transmitting member.

In a 119^(th) form of this invention according to the 118^(th) form, thepower distributing mechanism further includes a differential-stateswitching device operable to place the power distributing mechanismselectively in a differential state in which the power distributingmechanism is operable as an electrically controlled continuouslyvariable transmission, and a locked state in which the powerdistributing mechanism is not operable as the electrically controlledcontinuously variable transmission

In a 120^(th) form of this invention according to any one of the117^(th) through 119^(th) forms, the automatic transmission is astep-variable automatic transmission.

In the drive system according to any one of the 97^(th) through 116^(th)forms and the 117^(th) through 120^(th) forms of this invention, thepower distributing mechanism is controlled by the differential-stateswitching device, to be placed selectively in the differential state inwhich the power distributing mechanism is operable as an electricallycontrolled continuously variable transmission, and the locked state inwhich the power distributing mechanism is not operable as theelectrically controlled continuously variable transmission. Therefore,the present drive system has not only an advantage of an improvement inthe fuel economy owing to a function of a transmission whose speed ratiois electrically variable, but also an advantage of high powertransmitting efficiency owing to a function of a gear type transmissioncapable of mechanically transmitting a vehicle drive force. Accordingly,when the engine is in a normal output state with a relatively low ormedium output while the vehicle is running at a relatively low or mediumrunning speed, the power distributing mechanism is placed in thedifferential state, assuring a high degree of fuel economy of thevehicle. When the vehicle is running at a relatively high speed, on theother hand, the power distributing mechanism is placed in the lockedstate in which the output of the engine is transmitted to the drivewheel primarily through a mechanical power transmitting path, so thatthe fuel economy is improved owing to reduction of a loss of conversionof a mechanical energy into an electric energy, which loss would takeplace when the drive system is operated as the transmission whose speedratio is electrically variable. When the engine is in a high-outputstate, the power distributing mechanism is also placed in the lockedstate. Therefore, the power distributing mechanism is operated as thetransmission whose speed ratio is electrically variable, only when thevehicle speed is relatively low or medium or when the engine output isrelatively low or medium, so that the required amount of electric energygenerated by the electric motor that is, the maximum amount of electricenergy that must be transmitted from the electric motor can be reduced,making it possible to minimize the required sizes of the electric motor,and the required size of the drive system including the electric motor.

In the 99^(th) form of this invention, the drive system having fiveforward drive positions when the power distributing mechanism is placedin the locked state is available with a small size, particularly, in thedimension in its axial direction.

In the 117^(th) form of the invention, a vehicle drive force istransmitted from the power transmitting member to the automatictransmission through the plurality of input clutches, so that theautomatic transmission is small-sized, whereby the overall size of thedrive system including the automatic transmission is reduced.

According to a 121^(st) form of the invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a first planetary gear devicehaving as three elements a sun gear, a carrier and a ring gear, thethree elements consisting of a first element, a second element and athird element which are arranged in the order of the second element, thefirst element and the third elements in a direction from one of oppositeends of a collinear chart toward the other end, the collinear charthaving straight lines indicating rotating speeds of the three elements,the first element being fixed to the engine, the second element beingfixed to the first electric motor, and the third element being fixed tothe power transmitting member, the power distributing mechanism furtherincluding a differential-state switching device operable to place thepower distributing mechanism selectively in a differential state inwhich the power distributing mechanism is operable as an electricallycontrolled continuously variable transmission, and a locked state inwhich the power distributing mechanism is not operable as theelectrically controlled continuously variable transmission, and (c) theautomatic transmission includes a second planetary gear set and a thirdplanetary gear set, the second and third planetary gear sets having sungears, carriers and ring gears selected ones of which are fixed to eachother to constitute four elements consisting of a fourth element, afifth element, a sixth element and a seventh elements rotating speeds ofwhich are indicated by straight lines of a collinear chart in which thefour elements are arranged in the order of the fourth element, the fifthelement, the sixth element and the seventh element in a direction fromone of opposite ends of the collinear chart toward the other end, thefourth element being selectively connected to the power transmittingmember through a first clutch and selectively fixed to a stationarymember through a second brake, the fifth element being selectivelyconnected to the power transmitting member through a second clutch andselectively fixed to the stationary member through a third brake, thesixth element being fixed to an output rotary member of the automatictransmission, and the seventh element being selectively fixed to thestationary member through a first brake, the automatic transmissionhaving a plurality of gear positions which are established by engagingrespective combinations of the first and second clutches and the first,second and third brakes.

In a 122^(nd) form of this invention according to the 121^(st) form, thedifferential-state switching device includes a switching clutch operableto connect the second element to the first element, and/or a switchingbrake operable to fix the second element to the stationary member, thefirst planetary gear set being placed in the differential state byreleasing the switching clutch and/or the switching brake, and in thelocked state by engaging the switching clutch and/or the switchingbrake.

In a 123^(rd) form of this invention according to the 122^(nd) form, theplurality of gear positions includes: a first-gear position which has ahighest speed ratio and which is established by engaging the switchingclutch, the first clutch and the first brake; a second-gear positionwhich has a speed ratio lower than that of the first-gear position andwhich is established by engaging the switching clutch, the second clutchand the first brake; a third-gear position which has a speed ratio lowerthan that of the second-gear position and which is established byengaging the switching clutch, the first clutch and the second clutch; afourth-gear position which has a speed ratio lower than that of thethird-gear position and which is established by engaging the switchingclutch, the second clutch and the second brake; and a fifth-gearposition which has a speed ratio lower than that of the fourth-gearposition and which is established by engaging the second clutch, theswitching brake and the second brake.

In a 124^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a double-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second carrier and the third sun gear functioning as thefourth element, the second ring gear functioning as the fifth element,the third carrier functioning as the sixth element, and the second sungear and the third ring gear functioning as the seventh element.

In a 125^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second carrier and the third sun gear functioning as thefourth element, the second ring gear and the third carrier functioningas the fifth element, the third ring gear functioning as the sixthelement, and the second sun gear functioning as the seventh element.

In a 126^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear functioning as thefourth element, the second ring gear and the third carrier functioningas the fifth element, the third ring gear functioning as the sixthelement, and the second carrier functioning as the seventh element.

In a 127^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear functioning as thefourth element, the second ring gear functioning as the fifth element,the third carrier functioning as the sixth element, and the secondcarrier and the third ring gear functioning as the seventh element.

In a 128^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a double-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the third sun gear functioning as the fourth element, thesecond carrier functioning as the fifth element, the second ring gearand the third carrier functioning as the sixth element, and the secondsun gear and the third ring gear functioning as the seventh element.

In a 129^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a double-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear functioning as thefourth element, the second carrier functioning as the fifth element, thesecond ring gear and the third ring gear functioning as the sixthelement, and the third carrier functioning as the seventh element.

In a 130^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a double-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear functioning as the fourth element, thesecond carrier and the third carrier functioning as the fifth element,the second ring gear and the third ring gear functioning as the sixthelement, and the third sun gear functioning as the seventh element.

In a 131^(st) form of this invention according to any one of the121^(st) through 123^(rd) forms, wherein the automatic transmissionincludes a double-pinion type second planetary gear set having a secondsun gear, a second carrier and a second ring gear, and a single-piniontype third planetary gear set having a third sun gear, a third carrierand a third ring gear, the second sun gear functioning as the fourthelement, the second ring gear and the third ring gear functioning as thefifth element, the third carrier, and the second carrier and the thirdsun gear functioning as the seventh element.

In a 132^(nd) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second carrier functioning as the fourth element, thesecond ring gear and the third ring gear functioning as the fifthelement, the third carrier functioning as the sixth element, and thesecond sun gear and the third sun gear functioning as the seventhelement.

In a 133^(rd) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes adouble-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear functioning as the fourth element, thethird ring gear and the third ring gear functioning as the fifthelement, the second ring gear and the third carrier functioning as thesixth element, and the second carrier and the third sun gear functioningas the seventh element.

In a 134^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear and the third sun gear functioning as thefourth element, the second carrier functioning as the fifth element, thesecond ring gear and the third carrier functioning as the sixth element,and the third ring gear functioning as the seventh element.

In a 135^(th) form of this invention according to any one of the121^(st) through 123^(rd) forms, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the second sun gear functioning as the fourth element, thesecond carrier and the third ring gear functioning as the fifth element,the second ring gear and the third carrier functioning as the sixthelement, and the third sun gear functioning as the seventh element.

In a 136^(th) form of this invention according to any one of the121^(st) through 123^(rd) form, the automatic transmission includes asingle-pinion type second planetary gear set having a second sun gear, asecond carrier and a second ring gear, and a single-pinion type thirdplanetary gear set having a third sun gear, a third carrier and a thirdring gear, the third sun gear functioning as the fourth element, thesecond ring gear functioning as the fifth element, the second carrierand the third carrier functioning as the sixth element, and the secondsun gear and the third ring gear functioning as the seventh element.

According to a 137^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third ring gear being selectively fixed to astationary member through a first brake, the second carrier and thethird sun gear being selectively connected to the power transmittingmember through a first clutch and selectively fixed to the stationarymember through a second brake, the second ring gear being selectivelyconnected to the power transmitting member through a second clutch andselectively fixed to the stationary member through a third brake, thethird carrier being fixed to an output rotary member of the automatictransmission.

According to a 138^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a first clutch, the second carrier and the third sun gearbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to a stationary member through afirst brake, the second sun gear being selectively fixed to a stationarymember through a first brake, the second carrier and the third sun gearbeing selectively connected to the power transmitting member through afirst clutch and selectively fixed to the stationary member through asecond brake, the second ring gear and the third carrier beingselectively connected to the power transmitting member through a secondclutch and selectively fixed to the stationary member through a thirdbrake, and the third ring gear being fixed an output rotary member ofthe automatic transmission.

According to a 139^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third sun gear being selectively connected tothe power transmitting member through a second clutch and selectivelyfixed to a stationary member through a first brake, the second sun gearand the third sun gear being selectively connected to the powertransmitting member through a first clutch and selectively fixed to astationary member through a second brake, the second carrier beingselectively fixed to the stationary member through a first brake, thesecond ring gear and the third carrier being selectively connected tothe power transmitting member through a second clutch and selectivelyfixed to the stationary member through a third brake, and the third ringgear being fixed to an output rotary member of the automatictransmission.

According to a 140^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third sun gear being selectively connected tothe power transmitting member through a first clutch and selectivelyfixed to a stationary member through a second brake, the second carrierbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to the stationary member through athird brake, the second ring gear and the third ring gear being fixed toan output rotary member of the automatic transmission, and the thirdcarrier being selectively fixed to the stationary member through a firstbrake.

According to a 141^(st) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(b) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third ring gear being selectively fixed to astationary member through a first brake, the second carrier beingselectively connected to the power transmitting member through a secondclutch and selectively fixed to the stationary member through a thirdbrake, the second ring gear and the third carrier being fixed to anoutput rotary member of the automatic transmission, the third sun gearbeing selectively connected to the power transmitting member through afirst clutch and selectively fixed to the stationary member through asecond brake.

According to a 142^(nd) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a double-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third sun gear being selectively connected tothe power transmitting member through a first clutch and selectivelyfixed to a stationary member through a second brake, the second carrierbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to the stationary member through athird brake, the second ring gear and the third ring gear being fixed toan output rotary member of the automatic transmission, and the thirdcarrier selectively fixed to the stationary member through a firstbrake.

According to a 143^(rd) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a double-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a first clutch and selectively fixed to a stationarymember through a second brake, the second carrier and the third carrierbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to the stationary member through athird brake, the second ring gear and the third ring gear being fixed toan output rotary member of the automatic transmission, the third sungear being selectively fixed to the stationary member through a firstbrake.

According to a 144^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a first clutch and selectively fixed to a stationarymember through a second brake, the second carrier and the third sun gearbeing selectively fixed to the stationary member through a first brake,the second ring gear and the third ring gear being selectively connectedto the power transmitting member through a second clutch and selectivelyfixed to the stationary member through a third brake, the third carrierbeing fixed an output rotary member of the automatic transmission.

According to a 145^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third sun gear being selectively fixed to astationary member through a first brake, the second carrier beingselectively connected to the power transmitting member through a firstclutch and selectively fixed to the stationary member through a secondbrake, the second ring gear and the third ring being selectivelyconnected to the power transmitting member through a second clutch andselectively fixed to the stationary member through a third brake, thethird carrier being fixed an output rotary member of the automatictransmission.

According to a 146^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a double-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a first clutch and selectively fixed to a stationarymember through a second brake, the second carrier and the third sun gearbeing selectively fixed to the stationary member through a first brake,the second ring gear and the third carrier being fixed to an outputrotary member of the automatic transmission, and the third ring gearbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to the stationary member through athird brake.

According to a 147^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third sun gear being selectively connected tothe power transmitting member through a first clutch and selectivelyfixed to a stationary member through a second brake, the second carrierbeing selectively connected to the power transmitting member through asecond clutch and selectively fixed to the stationary member through athird brake, the second ring gear and the third carrier being fixed toan output rotary member of the automatic transmission, and the thirdring gear being selectively fixed to the stationary member through afirst brake.

According to a 148^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear being selectively connected to the power transmittingmember through a first clutch and selectively fixed to a stationarymember through a second brake, the second carrier and the third ringgear being selectively connected to the power transmitting memberthrough a second clutch and selectively fixed to the stationary memberthrough a third brake, the second ring gear and the third carrier beingfixed to an output rotary member of the automatic transmission, and thethird sun gear being selectively fixed to the stationary member througha first brake.

According to a 149^(th) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, a step-variable automatic transmissiondisposed between the power transmitting member and a drive wheel of avehicle, and a second electric motor disposed between the powertransmitting member and the drive wheel, characterized in that (b) thepower distributing mechanism includes a single-pinion type firstplanetary gear device having a first sun gear, a first carrier and afirst ring gear, the first carrier being fixed to the engine, the firstsun being fixed to the first electric motor, and the first ring gearbeing fixed to the power transmitting member, the power distributingmechanism further including a differential-state switching deviceoperable to place the power distributing mechanism selectively in adifferential state in which the power distributing mechanism is operableas an electrically controlled continuously variable transmission, and alocked state in which the power distributing mechanism is not operableas the electrically controlled continuously variable transmission, and(c) the automatic transmission includes a single-pinion type secondplanetary gear set having a second sun gear, a second carrier and asecond ring gear, and a single-pinion type third planetary gear sethaving a third sun gear, a third carrier and a third ring gear, thesecond sun gear and the third ring gear being selectively fixed to astationary member through a first brake, the second carrier and thethird carrier being fixed to an output rotary member of the automatictransmission, and the second ring gear being selectively connected tothe power transmitting member through a second clutch and selectivelyfixed to the stationary member through a third brake, and the third sungear being selectively connected to the power transmitting memberthrough a first clutch and selectively fixed to the stationary memberthrough a second brake.

In a 150^(th) form of this invention according to any one of the137^(th) through 149^(th) forms, the shifting-state switching deviceincludes a switching clutch operable to connect the first carrier andthe first sun gear to each other, and/or a switching brake operable fixthe first sun gear to the stationary member.

According to a 151^(st) form of this invention, there is provided avehicular drive system including (a) a power distributing mechanismoperable to distribute an output of an engine to a first electric motorand a power transmitting member, an automatic transmission disposedbetween the power transmitting member and a drive wheel of a vehicle,and a second electric motor disposed between the power transmittingmember and the drive wheel, characterized in that (b) the powerdistributing mechanism includes a planetary gear device having as threeelements a sun gear, a carrier and a ring gear, the three elementsconsisting of a first element, a second element and a third elementwhich are arranged in the order of the second element, the first elementand the third elements in a direction from one of opposite ends of acollinear chart toward the other end, the collinear chart havingstraight lines indicating rotating speeds of the three elements, thefirst element being fixed to the engine, the second element being fixedto the first electric motor, and the third element being fixed to thepower transmitting member, and (b) the automatic transmission isarranged to increase a rotating speed of the power transmitting member.

In a 152^(nd) form of this invention according to the 151^(st) form, thepower distributing mechanism further includes a differential-stateswitching device operable to place the power distributing mechanismselectively in a differential state in which the power distributingmechanism is operable as an electrically controlled continuouslyvariable transmission, and a locked state in which the powerdistributing mechanism is not operable as the electrically controlledcontinuously variable transmission

In the drive system according to any one of the 121^(st) through150^(th) forms of this invention, the power distributing mechanism iscontrolled by the differential-state switching device, to be placedselectively in the differential state in which the power distributingmechanism is operable as an electrically controlled continuouslyvariable transmission, and the locked state in which the powerdistributing mechanism is not operable as the electrically controlledcontinuously variable transmission. Therefore, the present drive systemhas not only an advantage of an improvement in the fuel economy owing toa function of a transmission whose speed ratio is electrically variable,but also an advantage of high power transmitting efficiency owing to afunction of a gear type transmission capable of mechanicallytransmitting a vehicle drive force. Accordingly, when the engine is in anormal output state with a relatively low or medium output while thevehicle is running at a relatively low or medium running speed, thepower distributing mechanism is placed in the differential state,assuring a high degree of fuel economy of the vehicle. When the vehicleis running at a relatively high speed, on the other hand, the powerdistributing mechanism is placed in the locked state in which the outputof the engine is transmitted to the drive wheel primarily through amechanical power transmitting path, so that the fuel economy is improvedowing to reduction of a loss of conversion of a mechanical energy intoan electric energy, which loss would take place when the drive system isoperated as the transmission whose speed ratio is electrically variable.When the engine is in a high-output state, the power distributingmechanism is also placed in the locked state. Therefore, the powerdistributing mechanism is operated as the transmission whose speed ratiois electrically variable, only when the vehicle speed is relatively lowor medium or when the engine output is relatively low or medium, so thatthe required amount of electric energy generated by the electric motorthat is, the maximum amount of electric energy that must be transmittedfrom the electric motor can be reduced, making it possible to minimizethe required sizes of the electric motor, and the required size of thedrive system including the electric motor.

In the 123^(rd) form of this invention, the drive system having fiveforward drive positions when the power distributing mechanism is placedin the locked state is available with a small size, particularly, in thedimension in its axial direction.

In the 151^(st) form of the invention, the rotating speed of the powertransmitting member is increased by the automatic transmission, so thatthe power transmitting member, and the third element of the planetarygear set which is rotated with the power transmitting member, can berotated at a comparatively low speed, whereby there is not a high degreeof opportunity wherein the first electric motor M1 fixed to the firstelement must be rotated in the negative direction, that is must beoperated by application of an electric energy thereto. Accordingly, thefuel economy can be improved.

BRIEF DESCRIPTION OF DRAWINGS

[FIG. 1] This figure is a schematic view for explaining an arrangementof a drive system of a hybrid vehicle according to one embodiment of thepresent invention.

[FIG. 2] This figure is a table indicating shifting actions of the drivesystem of the hybrid vehicle of the embodiment of FIG. 1 operable in acontinuously variable shifting state or a step-variable shifting state,in relation to different combinations of operating states ofhydraulically operated frictional coupling devices to effect therespective shifting actions.

[FIG. 3] This figure is a collinear chart showing relative rotatingspeeds of rotary elements of the drive system of the hybrid vehicle ofthe embodiment of FIG. 1 operated in the step-variable shifting state,in different gear positions of the drive system.

[FIG. 4] This figure is a view showing an example of an operating stateof a power distributing mechanism of the drive system when switched tothe continuously-variable shifting state, the view corresponding to apart of the collinear chart of FIG. 3 which shows the power distributingmechanism.

[FIG. 5] This figure is a view showing the operating state of the powerdistributing mechanism 16 of the drive system when switched to thestep-variable shifting state by engagement of a switching clutch C0, theview corresponding to the part of the collinear chart of FIG. 3 whichshows the power distributing mechanism.

[FIG. 6] This figure is a view for explaining input and output signalsof an electronic control device provided in the drive system of theembodiment of FIG. 1.

[FIG. 7] This figure is a functional block diagram for explaining majorcontrol functions performed by the electronic control device of FIG. 6.

[FIG. 8] This figure is a view indicating a stored map used by switchingcontrol means of FIG. 7 to selectively place the drive system in thecontinuously-variable shifting state and the step-variable shiftingstate.

[FIG. 9] This figure is a view showing an example of a manually operableshifting device which includes a shift lever and which is used to selecta plurality of operating positions.

[FIG. 10] This figure is a view illustrating an example of a change ofthe operating speed of an engine during a ship-up action of astep-variable transmission.

[FIG. 11] This figure is a functional block diagram corresponding tothat of FIG. 7, for explaining major control functions performed by anelectronic control device of a drive system according to anotherembodiment of the present invention.

[FIG. 12] This figure is a view for explaining an operation of switchingcontrol means in the electronic control device in the embodiment of FIG.11.

[FIG. 13] This figure is a flow chart illustrating major controloperations performed by the electronic control device in the embodimentof FIG. 11.

[FIG. 14] This figure is a schematic view corresponding to that of FIG.1, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 15] This figure is a table corresponding to that of FIG. 2,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 14 operable in a continuously variable shiftingstate or a step-variable shifting state, in relation to differentcombinations of operating states of hydraulically operated frictionalcoupling devices to effect the respective shifting actions.

[FIG. 16] This figure is a collinear chart corresponding to that of FIG.3, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 14 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 17] This figure is a schematic view corresponding to that of FIG.1, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 18] This figure is a table corresponding to that of FIG. 2,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 17 operable in a step-variable shifting state, inrelation to different combinations of operating states of hydraulicallyoperated frictional coupling devices to effect the respective shiftingactions.

[FIG. 19] This figure is a collinear chart corresponding to that of FIG.3, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 17 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 20] This figure is a table indicating shifting actions of thedrive system of the hybrid vehicle of the embodiment of FIG. 17 operablein a continuously-variable shifting state, in relation to differentcombinations of operating states of the hydraulically operatedfrictional coupling devices to effect the respective shifting actions.

[FIG. 21] This figure is a collinear chart showing relative rotatingspeeds of the rotary elements of the drive system of the hybrid vehicleof the embodiment of FIG. 17 operated in the continuously-variableshifting state, in the different gear positions of the drive system.

[FIG. 22] This figure is a schematic view corresponding to that of FIG.1, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 23] This figure is a table corresponding to that of FIG. 2,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 22 operable in a step-variable shifting state, inrelation to different combinations of operating states of hydraulicallyoperated frictional coupling devices to effect the respective shiftingactions.

[FIG. 24] This figure is a collinear chart corresponding to that of FIG.3, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 22 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 25] This figure is a table indicating shifting actions of thedrive system of the hybrid vehicle of the embodiment of FIG. 22 operablein a continuously-variable shifting state, in relation to differentcombinations of operating states of the hydraulically operatedfrictional coupling devices to effect the respective shifting actions.

[FIG. 26] This figure is a collinear chart showing relative rotatingspeeds of the rotary elements of the drive system of the hybrid vehicleof the embodiment of FIG. 22 operated in the continuously-variableshifting state, in the different gear positions of the drive system.

[FIG. 27] This figure is a schematic view corresponding to that of FIG.1, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 28] This figure is a table corresponding to that of FIG. 2,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 27 operable in a continuously-variable shiftingstate or a step-variable shifting state, in relation to differentcombinations of operating states of hydraulically operated frictionalcoupling devices to effect the respective shifting actions.

[FIG. 29] This figure is a collinear chart corresponding to that of FIG.3, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 27 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 30] This figure is a schematic view corresponding to that of FIG.1, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 31] This figure is a table corresponding to that of FIG. 2,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 30 operable in a continuously-variable shiftingstate or a step-variable shifting state, in relation to differentcombinations of operating states of hydraulically operated frictionalcoupling devices to effect the respective shifting actions.

[FIG. 32] This figure is a collinear chart corresponding to that of FIG.3, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 30 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 33] This figure is a schematic view corresponding to that of FIG.30, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 34] This figure is a schematic view corresponding to that of FIG.30, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 35] This figure is a schematic view corresponding to that of FIG.27, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 36] This figure is a table corresponding to that of FIG. 28,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 35 operable in a continuously-variable shiftingstate or a step-variable shifting state, in relation to differentcombinations of operating states of hydraulically operated frictionalcoupling devices to effect the respective shifting actions.

[FIG. 37] This figure is a collinear chart corresponding to that of FIG.29, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 35 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 38] This figure is a schematic view corresponding to that of FIG.35, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 39] This figure is a schematic view corresponding to that of FIG.14, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 40] This figure is a table corresponding to that of FIG. 15,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 39 operable in a continuously-variable shiftingstate or a step-variable shifting state, in relation to differentcombinations of operating states of hydraulically operated frictionalcoupling devices to effect the respective shifting actions.

[FIG. 41] This figure is a collinear chart corresponding to that of FIG.16, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 39 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 42] This figure is a schematic view corresponding to that of FIG.14, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 43] This figure is a table corresponding to that of FIG. 15,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 42 operable in a continuously-variable shiftingstate or a step-variable shifting state, in relation to differentcombinations of operating states of hydraulically operated frictionalcoupling devices to effect the respective shifting actions.

[FIG. 44] This figure is a collinear chart corresponding to that of FIG.16, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 42 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 45] This figure is a schematic view corresponding to that of FIG.42, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 46] This figure is a schematic view corresponding to that of FIG.42, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 47] This figure is a schematic view corresponding to that of FIG.39, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 48] This figure is a table corresponding to that of FIG. 40,indicating shifting actions of the drive system of the hybrid vehicle ofthe embodiment of FIG. 47 operable in a continuously-variable shiftingstate or a step-variable shifting state, in relation to differentcombinations of operating states of hydraulically operated frictionalcoupling devices to effect the respective shifting actions.

[FIG. 49] This figure is a collinear chart corresponding to that of FIG.41, showing relative rotating speeds of rotary elements of the drivesystem of the hybrid vehicle of the embodiment of FIG. 47 operated inthe step-variable shifting state, in different gear positions of thedrive system.

[FIG. 50] This figure is a schematic view corresponding to that of FIG.47, for explaining an arrangement of a drive system of a hybrid vehicleaccording to another embodiment of the invention.

[FIG. 51] This figure is a view showing an example of a shifting-stateselecting device manually operable by the user to select the shiftingstate, in the form of a seesaw switch functioning as a selector switch.

[FIG. 52] This figure is a functional block diagram for explaining majorcontrol functions performed by an electronic control device in anotherembodiment of the invention, which is a modification of the embodimentof FIG. 6.

[FIG. 53] This figure is a view illustrating a storedstep-variable-shifting control map used for determining a shiftingaction of an automatic shifting portion, in a two-dimensional coordinatesystem defined by an axis of a vehicle speed and an axis of an outputtorque, the shifting map including shift-up boundary lines andshift-down boundary lines.

[FIG. 54] This figure is a view illustrating an example of a storeddrive-power-source selection control map used to select an engine drivestate and a motor drive state, in the same two-dimensional coordinatesystem described above, the drive-power-source selection control mapdefining boundary lines defining an engine drive region and a motordrive region.

[FIG. 55] This figure is a view corresponding to a part of the collinearchart of FIG. 3 which shows a differential portion, for explaining anoperating state of the differential portion in the continuously-variableshifting state, in which the engine speed is substantially zero in themotor drive state.

[FIG. 56] This figure is a view illustrating an example of a storedswitching control map in a two-dimensional coordinate system defined byan axis of a vehicle speed and an axis of an output torque, theswitching control map including boundary lines defining acontinuously-variable shifting region and a step-variable shiftingregion.

[FIG. 57] This figure is a view illustrating a complex control map whichis a combination of the step-variable-shifting control map of FIG. 53,the drive-power-source selection control map of FIG. 54 and theswitching control map of FIG. 56.

[FIG. 58] This figure is a view corresponding to that of FIG. 53,illustrating a stored power-mode step-variable-shifting control mapcorresponding to that of FIG. 53, in a two-dimensional coordinate systemdefined by an axis of a vehicle speed and an axis of an output torque.

[FIG. 59] This figure is a view corresponding to that of FIG. 54,illustrating a stored power-mode drive-power-source selection controlmap corresponding to that of FIG. 54, in a two-dimensional coordinatesystem defined by an axis of a vehicle sped and an axis of an outputtorque.

[FIG. 60] This figure is a view corresponding to that of FIG. 57,illustrating a power-mode complex control map which is a combination ofthe step-variable-shifting control map of FIG. 58, thedrive-power-source selection control map of FIG. 59 and the switchingcontrol map of FIG. 56.

[FIG. 61] This figure is a view illustrating an example of a storedengine-fuel-economy map, together with iso-torque curves (one-dot chainlines) and an iso-fuel-economy curve (solid line), in a two-dimensionalcoordinate system defined by an axis of an engine speed and an axis ofan engine torque, the engine-fuel-economy map being used to determine aspeed ratio of the automatic shifting portion and a speed ratio of thedifferential portion, which speed ratios give a target speed of theengine.

[FIG. 62] This figure is a flow chart illustrating a control operationof the electronic control device to control the hybrid drive system inthe embodiment of FIG. 52.

[FIG. 63] This figure is a functional block diagram for explaining majorcontrol functions performed by an electronic control device in anotherembodiment of the invention, which is another modification of theembodiment of FIG. 6.

[FIG. 64] This figure is a view illustrating an example of afuel-economy map used to calculate fuel economy.

[FIG. 65] This figure is a view illustrating an example of powertransmission efficiency values in the continuously-variable andstep-variable shifting states, which change with the vehicle speed.

[FIG. 66] This figure is a flow chart illustrating a major controloperation of the electronic control device in the embodiment of FIG. 63.

[FIG. 67] This figure is a functional block diagram for explaining majorcontrol functions performed by an electronic control device in anotherembodiment of the invention, which is a modification of the embodimentof FIG. 63.

[FIG. 68] This figure is a view indicating a relationship used byswitching control means in the embodiment of FIG. 67.

[FIG. 69] This figure is a functional block diagram for explaining majorcontrol functions performed by an electronic control device in anotherembodiment of the invention, which is another modification of theembodiment of FIG. 63.

[FIG. 70] This figure is a view indicating a relationship used byswitching control means in the embodiment of FIG. 69.

[FIG. 71] This figure is a functional block diagram for explaining majorcontrol functions performed by an electronic control device in anotherembodiment of the invention, which is another modification of theembodiment of FIG. 6.

[FIG. 72] This figure is a view illustrating one example of a storedoptimum-fuel-economy map used to calculate efficiency ηM1 of a firstelectric motor M1, which is used to calculate an amount of fuelconsumption of the vehicle.

[FIG. 73] This figure is a view illustrating one example of a storedoptimum-fuel-economy map used to calculate efficiency ηM2 of a secondelectric motor M2, which is used to calculate the amount of fuelconsumption of the vehicle.

[FIG. 74] This figure is a view indicating a shifting map used in thestep-variable shifting state when the differential portion(continuously-variable shifting portion) is not placed in thecontinuously-variable shifting state.

[FIG. 75] This figure is a flow chart illustrating a major controloperation performed by the electronic control device in the embodimentof FIG. 71, that is, an operation to control the speed ratio of thestep-variable shifting portion during deceleration of the vehicle.

[FIG. 76] This figure is a flow chart for explaining in detail aspeed-ratio calculating routine in the control operation of FIG. 75.

[FIG. 77] This figure is a schematic view for explaining an arrangementof a drive system of a hybrid vehicle according to one embodiment of thepresent invention.

[FIG. 78] This figure is a table indicating shifting actions of thedrive system of the hybrid vehicle of the embodiment of FIG. 77 operablein a continuously variable shifting state or a step-variable shiftingstate, in relation to different combinations of operating states ofhydraulically operated frictional coupling devices to effect therespective shifting actions.

[FIG. 79] This figure is a collinear chart showing relative rotatingspeeds of rotary elements of the drive system of the hybrid vehicle ofthe embodiment of FIG. 77 operated in the step-variable shifting state,in different gear positions of the drive system.

[FIG. 80] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 81] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 82] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 83] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 84] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 85] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 86] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 87] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 88] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 89] This figure is an example of a collinear chart for explainingan shifting operation of the drive system of the embodiment of FIG. 88.

[FIG. 90] This figure is a table indicating gear positions of the drivesystem and combinations of hydraulically operated frictional couplingdevices to be engaged to establish the respective gear positions.

[FIG. 91] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 92] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 93] This figure is a table indicating shifting actions of thedrive system of the hybrid vehicle of the embodiment of FIG. 92 operablein a continuously variable shifting state or a step-variable shiftingstate, in relation to different combinations of operating states ofhydraulically operated frictional coupling devices to effect therespective shifting actions.

[FIG. 94] This figure is a collinear chart showing relative rotatingspeeds of rotary elements of the drive system of the hybrid vehicle ofthe embodiment of FIG. 92 operated in the step-variable shifting state,in different gear positions of the drive system.

[FIG. 95] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 96] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 97] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 98] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 99] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 100] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 101] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 102] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 103] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 104] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 105] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 106] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 107] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 108] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

[FIG. 109] This figure is a schematic view for explaining an arrangementof a hybrid vehicle drive system according to another embodiment of thisinvention.

NOMENCLATURE OF ELEMENTS

-   8: Engine-   10, 70, 80, 92, 110, 120, 130, 140, 150,-   160, 170, 180, 190, 200, 210, 220: Drive system (Switchable type    transmission mechanism)-   11, 81, 93: Differential portion (Switchable type shifting portion)-   12: Transmission casing (Stationary member)-   14: Input shaft-   16, 84, 94: Power distributing mechanism (Differential gear device)-   18: Power transmitting member (Output shaft)-   20, 72, 86, 96, 112, 172: Step-variable automatic transmission    (Step-variable automatic transmission portion; Step-variable    shifting portion; Automatic transmission portion)-   22: Output shaft (Output rotary member)-   24: First planetary gear set (Single-pinion type planetary gear set)-   26: Second planetary gear set-   28: Third planetary gear set-   30: Fourth planetary gear set-   32: Differential drive gear (Output rotary member)-   34: Differential ring gear-   36: Differential gear device-   37: Drive axle-   38: Drive wheels-   40: Electronic control device-   42: Hydraulic control unit-   44: Seesaw switch-   46: Manually operable shifting device-   48: Shift lever-   50: Switching control means-   52: HB control means-   54: Step-variable shifting control means-   56: Shifting-map memory means-   58: Inverter-   60: Electric-energy storage device-   62: High-speed-running determining means-   64: High-output-running determining means-   66: Electric-path-function diagnosing means-   67: Shift-position determining means-   68: High-speed-gear determining means-   82: First planetary gear set (Double-pinion type planetary gear set)-   84: Second planetary gear set-   90: Third planetary gear set-   98: Second planetary gear set-   100: Third planetary gear set-   M1: First electric motor-   M2: Second electric motor-   C0: Switching clutch (Differential-state switching device)-   B0: Switching brake (Differential-state switching device)-   CG: Counter gear pair (Power transmitting member)-   152: Step-variable shifting control means-   156: Hybrid control means (Drive-power-source selection control    means)-   159: Switching control means-   162, 171: Step-variable-shifting control map-   164, 172: Drive-power-source selection control map-   166, 176: Switching control map-   280: Fuel-economy curve selecting means-   282: Fuel-economy curve memory means-   284: Power-transmitting-efficiency calculating means-   286: Fuel-consumption-ratio calculating means-   288: Shifting-state fuel-economy calculating means-   290: Fuel consumption sensor-   380: Continuously-variable-shifting-run determining means-   386: Continuously-variable-shifting-run speed-ratio control means-   388: Target-engine-speed calculating means-   390: Two-speed-ratios determining means-   410, 480, 490, 500, 510, 520, 530, 540, 550, 560, 570: Drive system-   420, 492, 512, 422, 532, 542, 552, 562: Step-variable automatic    transmission-   426, 494, 514, 524, 534, 544, 554, 564: Second planetary gear set-   428, 496, 516, 526, 536, 546, 556, 566: Third planetary gear set-   610, 680, 690, 700, 710, 720, 730, 740, 750, 760, 770, 780, 790,    800, 810, 820; Drive system-   620, 692, 712, 732, 742, 752, 762, 772, 782, 792, 802, 812, 822:    Step-variable automatic transmission-   626, 694, 714, 734, 744, 754, 764, 774, 784, 794, 804, 814, 824:    Second planetary gear set-   628, 696, 716, 736, 746, 756, 766, 776, 786, 796, 806, 816, 826:    Third planetary gear set

BEST MODE FOR CARRYING OUT THE INVENTION

Referring to the drawings, there will be described in detail theembodiments of the present invention.

Embodiment 1

FIG. 1 is a schematic view explaining a drive system 10 for a hybridvehicle, which includes a control device according to one embodiment ofthis invention. The drive system 10 shown in FIG. 1 includes: an inputrotary member in the form of an input shaft 14 disposed on a common axisin a transmission casing 12 (hereinafter abbreviated as “casing 12”)functioning as a stationary member attached to a body of the vehicle; adifferential mechanism in the form of a power distributing mechanism 16connected to the input shaft 14 either directly, or indirectly via apulsation absorbing damper (vibration damping device) not shown; astep-variable or multiple-step automatic transmission 20 interposedbetween and connected in series via a power transmitting member 18(power transmitting shaft) to the power distributing mechanism 16 and anoutput shaft 22; and an output rotary member in the form of theabove-indicated output shaft 22 connected to the automatic transmission20. The input shaft 12, power distributing mechanism 16, automatictransmission 20 and output shaft 22 are connected in series with eachother. This drive system 10 is suitably used for a transverse FR vehicle(front-engine, rear-drive vehicle), and is disposed between a drivepower source in the form of an engine 8 and a pair of drive wheels 38,to transmit a vehicle drive force to the pair of drive wheels 38 througha differential gear device 36 (final speed reduction gear) and a pair ofdrive axles, as shown in FIG. 7. It is noted that a lower half of thedrive system 10, which is constructed symmetrically with respect to itsaxis, is omitted in FIG. 1. This is also true in each of the otherembodiments described below.

The drive system 10 has a differential portion 11 also functioning as aswitchable type shifting portion, which is operable in atwo-step-variable shifting state and an electrically establishedcontinuously-variable shifting state. This differential portion 11includes: a first electric motor M1; the above-described powerdistributing mechanism 16 functioning as the differential mechanismoperable to mechanically distribute the output of the engine 8transmitted to the input shaft 14, to the first electric motor M1 andthe power transmitting member 18; and a second electric motor M2rotatable with the power transmitting member 18.

The power distributing mechanism 16 is a mechanical device arranged tomechanically synthesize or distribute the output of the engine 8received by the input shaft 14, that is, to distribute the output of theengine 8 to the first electric motor M1 and the power transmittingmember 18, or to synthesize the output of the engine 8 and the output ofthe first electric motor M1 and transmit a sum of these outputs to thepower transmitting member 18. While the second electric motor M2 isarranged to be rotated with the power transmitting member 18 in thepresent embodiment, the second electric motor M2 may be disposed at anydesired position between the power transmitting member 18 and the outputshaft 22. In the present embodiment, each of the first electric motor M1and the second electric motor M2 is a so-called motor/generator alsofunctioning as an electric generator. The first electric motor M1 shouldfunction at least as an electric generator operable to generate anelectric energy while generating a reaction force, and the secondelectric motor M2 should function at least as an electric motor operableto generate a vehicle drive force. Both of the first and second electricmotors M1, M2 cooperate with the engine 8 to function as a drive powersource for driving the vehicle.

The power distributing mechanism 16 includes, as major components, afirst planetary gear set 24 of single pinion type having a gear ratio ρ1of about 0.418, for example, a switching clutch C0 and a switching brakeB1. The first planetary gear set 24 has rotary elements consisting of: afirst sun gear S1, a first planetary gear P1; a first carrier CA1supporting the first planetary gear P1 such that the first planetarygear P1 is rotatable about its axis and about the axis of the first sungear S1; and a first ring gear R1 meshing with the first sun gear S1through the first planetary gear P1. Where the numbers of teeth of thefirst sun gear S1 and the first ring gear R1 are represented by ZS1 andZR1, respectively, the above-indicated gear ratio ρ1 is represented byZS1/ZR1.

In the power distributing mechanism 16, the first carrier CA1 isconnected to the input shaft 14, that is, to the engine 8, and the firstsun gear S1 is connected to the first electric motor M1, while the firstring gear R1 is connected to the power transmitting member 18. Theswitching brake B0 is disposed between the first sun gear S1 and thetransmission casing 12, and the switching clutch C0 is disposed betweenthe first sun gear S1 and the first carrier CA1. When the switchingclutch C0 and brake B0 are released, the power distributing mechanism 16is placed in a differential state in which the first sun gear S1, firstcarrier CA1 and first ring gear R1 are rotatable relative to each other,so as to perform a differential function, so that the output of theengine 8 is distributed to the first electric motor M1 and the powertransmitting member 18, whereby a portion of the output of the engine 8is used to drive the first electric motor M1 to generate an electricenergy which is stored or used to drive the second electric motor M2.Accordingly, the power distributing mechanism 16 is placed in thecontinuously-variable shifting state (electrically established CVTstate), in which the rotating speed of the power transmitting member 18is continuously variable, irrespective of the rotating speed of theengine 8, namely, in the differential state in which a speed ratio γ0(rotating speed of the input shaft 14/rotating speed of the powertransmitting member 18) of the power distributing mechanism 16 iselectrically changed from a minimum value γ0min to a maximum valueγ0max, for instance, in the continuously-variable shifting state inwhich the power distributing mechanism 16 functions as an electricallycontrolled continuously variable transmission the speed ratio γ0 ofwhich is continuously variable from the minimum value γ0min to themaximum value γ0max.

When the switching clutch C0 or brake B0 is engaged during running ofthe vehicle with the output of the engine 8 while the power distributingmechanism 16 is placed in the continuously-variable shifting state, themechanism 16 is brought into a non-differential state or locked state inwhich the differential function is not available. Described in detail,when the switching clutch C0 is engaged, the first sun gear S1 and thefirst carrier CA1 are connected together, so that the power distributingmechanism 16 is placed in the locked state or non-differential state inwhich the three rotary elements of the first planetary gear set 24consisting of the first sun gear S1, first carrier CA1 and first ringgear R1 are rotatable as a unit, and so that the switchable typeshifting portion 11 is also placed in a non-differential state. In thisnon-differential state, the rotating speed of the engine 8 and therotating speed of the power transmitting member 18 are made equal toeach other, so that the power distributing mechanism 16 is placed in afixed-speed-ratio shifting state or step-variable shifting state inwhich the mechanism 16 functions as a transmission having a fixed speedratio γ0 equal to 1. When the switching brake B0 is engaged in place ofthe switching clutch C0, the first sun gear S1 is fixed to thetransmission casing 12, so that the power distributing mechanism 16 isplaced in the locked or non-differential state in which the first sungear S1 is not rotatable, while the switchable type shifting portion 11is also placed in the non-differential state. Since the rotating speedof the first ring gear R1 is made higher than that of the first carrierCA1, the power distributing mechanism 16 is placed in the step-variableshifting state in which the mechanism 16 functions as a speed-increasingtransmission having a fixed speed ratio γ0 smaller than 1, for example,about 0.7.

In the present embodiment described above, the switching clutch C0 andbrake B0 function as a differential-state switching device operable toselectively place the power distributing mechanism 16 in thedifferential state (continuously-variable shifting state or non-lockedstate) in which the mechanism 16 functions as an electrically controlledcontinuously variable transmission the speed ratio of which iscontinuously variable, and in the non-differential or locked state inwhich the mechanism 16 does not function as the electrically controlledcontinuously variable transmission. Namely, the switching clutch C0 andbrake B0 function as the differential-state switching device operable toswitch the power distributing mechanism 16 between a differential state,and a fixed-speed-ratio shifting state in which the mechanism 16functions as a transmission having a single gear position with one speedratio or a plurality of gear positions with respective speed ratios. Itis also noted that the differential portion 11 consisting of the firstelectric motor M1, the second electric motor M2 and the powerdistributing mechanism 16 cooperate to function as a shifting-stateswitchable type shifting portion (mechanism) which is switchable betweena continuously-variable shifting state or state in which the shiftingportion 11 is operated as an electrically controlled continuouslyvariable transmission the speed ratio of which is continuously variable,and a locked state in which the shifting portion 11 does not function asthe electrically controlled continuously variable transmission butfunctions as a transmission having a single gear position with one speedratio or a plurality of gear positions with respective speed ratios. Thepower distributing mechanism 16 described above functions as aswitchable type differential (planetary) gear device switchable betweena locked state and a non-locked state.

In other words, the above-described switching clutch C0 and switchingbrake B0 used in the present embodiment function as a differential-stateswitching device operable to selectively place the power distributingmechanism 16 in the differential or non-locked state and in thenon-differential or locked state. Namely, the switching clutch C0 andbrake B0 function as a differential-state switching device operable toswitch the switchable type shifting portion 11 between a non-lockedstate (differential state) or an electrically establishedcontinuously-variable shifting state, and a locked state(non-differential state) or a fixed-speed-ratio shifting state. In thenon-locked state, the shifting portion 11 functions as an electricallycontrolled differential device. In the electrically establishedcontinuously-variable shifting state, the shifting portion 11 functionsas an electrically controlled continuously variable transmission. In thelocked state, the shifting portion 11 does not function as theelectrically controlled differential device. In the fixed-speed-ratioshifting state, the shifting portion 11 does not function as anelectrically controlled continuously variable transmission, butfunctions as a transmission having a single gear position with one speedratio or a plurality of gear positions with respective speed ratios. Theswitchable type shifting portion 11, which includes the powerdistributing mechanism 16 provided with the switching clutch C0 andbrake B0, functions as a switchable type differential gear deviceswitchable between a locked state and a non-locked state.

The automatic transmission 20 includes a single-pinion type secondplanetary gear set 26, a single-pinion type third planetary gear set 28and a single-pinion type fourth planetary gear set 30. The secondplanetary gear set 26 has: a second sun gear S2; a second planetary gearP2; a second carrier CA2 supporting the second planetary gear P2 suchthat the second planetary gear P2 is rotatable about its axis and aboutthe axis of the second sun gear S2; and a second ring gear R2 meshingwith the second sun gear S2 through the second planetary gear P2. Forexample, the second planetary gear set 26 has a gear ratio ρ2 of about0.562. The third planetary gear set 28 has: a third sun gear S3; a thirdplanetary gear P3; a third carrier CA3 supporting the third planetarygear P3 such that the third planetary gear P3 is rotatable about itsaxis and about the axis of the third sun gear S3; and a third ring gearR3 meshing with the third sun gear S3 through the third planetary gearP3. For example, the third planetary gear set 28 has a gear ratio ρ3 ofabout 0.425. The fourth planetary gear set 30 has: a fourth sun gear S4;a fourth planetary gear P4; a fourth carrier CA4 supporting the fourthplanetary gear P4 such that the fourth planetary gear P4 is rotatableabout its axis and about the axis of the fourth sun gear S4; and afourth ring gear R4 meshing with the fourth sun gear S4 through thefourth planetary gear P4. For example, the fourth planetary gear set 30has a gear ratio ρ4 of about 0.421. Where the numbers of teeth of thesecond sun gear S2, second ring gear R2, third sun gear S3, third ringgear R3, fourth sun gear S4 and fourth ring gear R4 are represented byZS2, ZR2, ZS3, ZR3, ZS4 and ZR4, respectively, the above-indicated gearratios ρ2, ρ3 and ρ4 are represented by ZS2/ZR2. ZS3/ZR3, and ZS4/ZR4,respectively.

In the automatic transmission 20, the second sun gear S2 and the thirdsun gear S3 are integrally fixed to each other as a unit, selectivelyconnected to the power transmitting member 18 through a second clutchC2, and selectively fixed to the transmission casing 12 through a firstbrake B1. The fourth ring gear R4 is selectively fixed to thetransmission casing 12 through a third brake B3, and the second ringgear R2, third carrier CA3 and fourth carrier CA4 are integrally fixedto each other and fixed to the output shaft 22. The third ring gear R3and the fourth sun gear S4 are integrally fixed to each other andselectively connected to the power transmitting member 18 through afirst clutch C1.

The above-described switching clutch C0, first clutch C1, second clutchC2, switching brake B0, first brake B1, second brake B2 and third brakeB3 are hydraulically operated frictional coupling devices used in aconventional vehicular automatic transmission. Each of these frictionalcoupling devices is constituted by a wet-type multiple-disc clutchincluding a plurality of friction plates which are superposed on eachother and which are forced against each other by a hydraulic actuator,or a band brake including a rotary drum and one band or two bands whichis/are wound on the outer circumferential surface of the rotary drum andtightened at one end by a hydraulic actuator. Each of the clutches C0-C2and brakes B0-B3 is selectively engaged for connecting two membersbetween which each clutch or brake is interposed.

In the drive system 10 constructed as described above, one of afirst-gear position (first-speed position) through a fifth-gear position(fifth-speed position), a reverse-gear position (rear-drive position)and a neural position is selectively established by engaging actions ofa corresponding combination of the frictional coupling devices selectedfrom the above-described switching clutch C0, first clutch C1, secondclutch C2, switching brake B0, first brake B1, second brake B2 and thirdbrake B3, as indicated in the table of FIG. 2. Those positions haverespective speed ratios γ (input shaft speed N_(IN)/output shaft speedN_(OUT)) which change as geometric series. In particular, it is notedthat the power distributing mechanism 16 provided with the switchingclutch C0 and brake B0 can be selectively placed by engagement of theswitching clutch C0 or switching brake B0, in the fixed-speed-ratioshifting state in which the mechanism 16 is operable as a transmissionhaving a single gear position with one speed ratio or a plurality ofgear positions with respective speed ratios, as well as in thecontinuously-variable shifting state in which the mechanism 16 isoperable as a continuously variable transmission, as described above. Inthe present drive system 10, therefore, a step-variable transmission isconstituted by the automatic transmission 20, and the power distributingmechanism 16 which is placed in the fixed-speed-ratio shifting state byengagement of the switching clutch C0 or switching brake B0. Further, acontinuously variable transmission is constituted by the automatictransmission 20, and the power distributing mechanism 16 which is placedin the continuously-variable shifting state, with none of the switchingclutch C0 and brake B0 being engaged. In other words, the transmissionsystem (drive system) 10 is switched to the step-variable shifting stateby engaging one of the switching clutch C0 and switching brake B0, andswitched to the continuously-variable shifting state by releasing bothof the switching clutch C0 and brake B0. Namely, the drive system 10functions as a transmission mechanism of switchable type switchablebetween the continuously-variable shifting state in which the drivesystem 10 is operable as an electrically controlled continuouslyvariable transmission, and the step-variable shifting state in which thedrive system 10 operable as the step-variable transmission. Thedifferential portion (switchable type shifting portion) 11 is alsoconsidered to be a transmission switchable between the step-variableshifting state and the continuously-variable shifting state.

Where the drive system 10 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 3.357, for example, is established by engaging actions of theswitching clutch C0, first clutch C1 and third brake B3, and thesecond-gear position having the speed ratio γ2 of about 2.180, forexample, which is lower than the speed ratio γ1, is established byengaging actions of the switching clutch C0, first clutch C1 and secondbrake B2, as indicated in FIG. 2. Further, the third-gear positionhaving the speed ratio γ3 of about 1.427, for example, which is lowerthan the speed ratio γ2, is established by engaging actions of theswitching clutch C0, first clutch C1 and first brake B1, and thefourth-gear position having the speed ratio γ4 of about 1.000, forexample, which is lower than the speed ratio γ3, is established byengaging actions of the switching clutch C0, first clutch C1 and secondclutch C2. The fifth-gear position having the speed ratio γ5 of about0.705, for example, which is smaller than the speed ratio γ4, isestablished by engaging actions of the first clutch C1, second clutch C2and switching brake B0. Further, the reverse-gear position having thespeed ratio γR of about 3.209, for example, which is intermediatebetween the speed ratios γ1 and γ2, is established by engaging actionsof the second clutch C2 and the third brake B3. The neutral position Nis established by engaging only the switching clutch C0.

Where the drive system 10 functions as the continuously-variabletransmission, on the other hand, the switching clutch C0 and theswitching brake B0 are both released, as indicated in FIG. 2, so thatthe power distributing mechanism 16 functions as the continuouslyvariable transmission, while the automatic transmission 10 connected inseries to the power distributing mechanism 16 functions as thestep-variable transmission, whereby the speed of the rotary motiontransmitted to the automatic transmission 20 placed in one of thefirst-gear, second-gear, third-gear and fourth-gear positions, namely,the rotating speed of the power transmitting member 18 is continuouslychanged, so that the speed ratio of the drive system when the automatictransmission 20 is placed in one of those gear positions is continuouslyvariable over a predetermined range. Accordingly, the speed ratio of theautomatic transmission 20 is continuously variable across the adjacentgear positions, whereby the overall speed ratio γT of the drive system10 is continuously variable.

The collinear chart of FIG. 3 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 10, which is constituted by thedifferential portion 11 or power distributing mechanism 16 functioningas the continuously-variable shifting portion or first shifting portion,and the automatic transmission 20 functioning as the step-variableshifting portion or second shifting portion. The collinear chart of FIG.3 is a rectangular two-dimensional coordinate system in which the gearratios ρ of the planetary gear sets 24, 26, 28, 30 are taken along thehorizontal axis, while the relative rotating speeds of the rotaryelements are taken along the vertical axis. A lower one of threehorizontal lines X1, X2, XG, that is, the horizontal line X1 indicatesthe rotating speed of 0, while an upper one of the three horizontallines, that is, the horizontal line X2 indicates the rotating speed of1.0, that is, an operating speed N_(E) of the engine 8 connected to theinput shaft 14. The horizontal line XG indicates the rotating speed ofthe power transmitting member 18.

Three vertical lines Y1, Y2 and Y3 corresponding to the powerdistributing mechanism 16 which principally constitutes the differentialportion 11 respectively represent the relative rotating speeds of asecond rotary element (second element) RE2 in the form of the first sungear S1, a first rotary element (first element) RE1 in the form of thefirst carrier CA1, and a third rotary element (third element) RE3 in theform of the first ring gear R1. The distances between the adjacent onesof the vertical lines Y1, Y2 and Y3 are determined by the gear ratio ρ1of the first planetary gear set 24. That is, the distance between thevertical lines Y1 and Y2 corresponds to “1”, while the distance betweenthe vertical lines Y2 and Y3 corresponds to the gear ratio ρ1. Further,five vertical lines Y4, Y5, Y6, Y7 and Y8 corresponding to the automatictransmission 20 respectively represent the relative rotating speeds of afourth rotary element (fourth element) RE4 in the form of the second andthird sun gears S2, S3 integrally fixed to each other, a fifth rotaryelement (fifth element) RE5 in the form of the second carrier CA2, asixth rotary element (sixth element) RE6 in the form of the fourth ringgear R4, a seventh rotary element (seventh element) RE7 in the form ofthe second ring gear R2 and third and fourth carriers CA3, CA4 that areintegrally fixed to each other, and an eighth rotary element (eighthelement) RE8 in the form of the third ring gear R3 and fourth sun gearS4 integrally fixed to each other. The distances between the adjacentones of the vertical lines Y4-Y8 are determined by the gear ratios ρ2,ρ3 and ρ4 of the second, third and fourth planetary gear sets 26, 28,30. That is, the distances between the sun gear and carrier of each ofthe second, third and fourth planetary gear sets 26, 28, 30 correspondsto “1”, while the distances between the carrier and ring gear of each ofthose planetary gear sets 26 28, 30 corresponds to the gear ratio ρ.

Referring to the collinear chart of FIG. 3, the power distributingmechanism (continuously variable shifting portion) 16 or differentialportion 11 of the drive system (transmission mechanism) 10 is arrangedsuch that the first rotary element RE1 (first carrier CA1), which is oneof the three rotary elements of the first planetary gear set 24, isintegrally fixed to the input shaft 14 and selectively connected toanother rotary element in the form of the first sun gear S1 through theswitching clutch C0, and this rotary element RE2 (first sun gear S1) isfixed to the first electric motor M1 and selectively fixed to thetransmission casing 12 through the switching brake B0, while the thirdrotary element RE3 (first ring gear R1) is fixed to the powertransmitting member 18 and the second electric motor M2, so that arotary motion of the input shaft 14 is transmitted to the automatictransmission (step-variable transmission) 20 through the powertransmitting member 18. A relationship between the rotating speeds ofthe first sun gear S1 and the first ring gear R1 is represented by aninclined straight line L0 which passes a point of intersection betweenthe lines Y2 and X2. When the power distributing mechanism 16 is broughtinto the continuously-variable shifting state by releasing actions ofthe switching clutch C0 and brake B0, for instance, the rotating speedof the first sun gear S1 represented by a point of intersection betweenthe line L0 and the vertical line Y1 is raised or lowered by controllingthe reaction force generated by an operation of the first electric motorM1 to generate an electric energy, so that the rotating speed of thefirst ring gear R1 represented by a point of intersection between theline L0 and the vertical line Y3 is lowered or raised. When theswitching clutch C0 is engaged, the first sun gear S1 and the firstcarrier CA1 are connected to each other, and the above-indicated threerotary elements are rotated as a unit, so that the line L0 is alignedwith the horizontal line X2, so that the power transmitting member 18 isrotated at a speed equal to the engine speed NE. When the switchingbrake B0 is engaged, on the other hand, the rotation of the first sungear S1 is stopped, the line L0 is inclined in the state indicated inFIG. 3, so that the rotating speed of the first ring gear R1, that is,the rotation of the power transmitting member 18 represented by a pointof intersection between the lines L0 and Y3 is made higher than theengine speed NE and transmitted to the automatic transmission 20.

FIGS. 4 and 5 correspond to a part of the collinear chart of FIG. 3which shows the power distributing mechanism 16. FIG. 4 shows an exampleof an operating state of the power distributing mechanism 16 placed inthe continuously-variable shifting state with the switching clutch C0and the switching brake B0 held in the released state. The rotatingspeed of the first sun gear S1 represented by the point of intersectionbetween the straight line L0 and vertical line Y1 is raised or loweredby controlling the reaction force generated by an operation of the firstelectric motor M1 to generate an electric energy, so that the rotatingspeed of the first ring gear R1 represented by the point of intersectionbetween the lines L0 and Y3 is lowered or raised.

FIG. 5 shows an example of an operating state of the power distributingmechanism 16 placed in the fixed-speed-ratio shifting state(step-variable shifting state) with the switching clutch C0 held in theengaged state. When the first sun gear S1 and the first carrier CA1 areconnected to each other in this fixed-speed-ratio shifting state, thethree rotary elements indicated above are rotated as a unit, so that theline L0 is aligned with the horizontal line X2, whereby the powertransmitting member 18 is rotated at a speed equal to the engine speedN_(E). When the switching brake B0 is engaged, on the other hand, therotation of the power transmitting member 18 is stopped, and the powerdistributing mechanism 16 is placed in the non-differential state inwhich the mechanism 16 functions as a speed-increasing device, so thatthe straight line L0 is inclined in the state indicated in FIG. 3,whereby the rotating speed of the first ring gear R1, that is, therotation of the power transmitting member 18 represented by a point ofintersection between the straight line L0 and vertical line Y3 is madehigher than the engine speed N_(E) and transmitted to the automatictransmission 20.

In the automatic transmission 20, the fourth rotary element RE4 isselectively connected to the power transmitting member 18 through thesecond clutch C2, and selectively fixed to the casing 12 through thefirst brake B1, and the fifth rotary element RE5 is selectively fixed tothe casing 12 through the second brake B2, while the sixth rotaryelement RE6 is selectively fixed to the casing 12 through the thirdbrake B3. The seventh rotary element RE7 is fixed to the output shaft22, while the eighth rotary element RE8 is selectively connected to thepower transmitting member 18 through the first clutch C1.

When the first clutch C1 and the third brake B3 are engaged, theautomatic transmission 20 is placed in the first-speed position. Therotating speed of the output shaft 22 in the first-speed position isrepresented by a point of intersection between the vertical line Y7indicative of the rotating speed of the seventh rotary element RE7 fixedto the output shaft 22 and an inclined straight line L1 which passes apoint of intersection between the vertical line Y8 indicative of therotating speed of the eighth rotary element RE8 and the horizontal lineX2, and a point of intersection between the vertical line Y6 indicativeof the rotating speed of the sixth rotary element RE6 and the horizontalline X1. Similarly, the rotating speed of the output shaft 22 in thesecond-speed position established by the engaging actions of the firstclutch C1 and second brake B2 is represented by a point of intersectionbetween an inclined straight line L2 determined by those engagingactions and the vertical line Y7 indicative of the rotating speed of theseventh rotary element RE7 fixed to the output shaft 22. The rotatingspeed of the output shaft 22 in the third-speed position established bythe engaging actions of the first clutch C1 and first brake B1 isrepresented by a point of intersection between an inclined straight lineL3 determined by those engaging actions and the vertical line Y7indicative of the rotating speed of the seventh rotary element RE7 fixedto the output shaft 22. The rotating speed of the output shaft 22 in thefourth-speed position established by the engaging actions of the firstclutch C1 and second clutch C2 is represented by a point of intersectionbetween a horizontal line L4 determined by those engaging actions andthe vertical line Y7 indicative of the rotating speed of the seventhrotary element RE7 fixed to the output shaft 22. In the first-speedthrough fourth-speed positions in which the switching clutch C0 isplaced in the engaged state, the eighth rotary element RE8 is rotated atthe same speed as the engine speed N_(E), with the drive force receivedfrom the power distributing mechanism 16. When the switching clutch B0is engaged in place of the switching clutch C0, the eighth rotaryelement RE8 is rotated at a speed higher than the engine speed N_(E),with the drive force received from the power distributing mechanism 16.The rotating speed of the output shaft 22 in the fifth-speed positionestablished by the engaging actions of the first clutch C1, secondclutch C2 and switching brake B0 is represented by a point ofintersection between a horizontal line L5 determined by those engagingactions and the vertical line Y7 indicative of the rotating speed of theseventh rotary element RE7 fixed to the output shaft 22. The rotatingspeed of the output shaft 22 in the reverse-gear position R establishedby the second clutch C2 and third brake B3 is represented by a point ofintersection between an inclined straight line LR determined by thoseengaging actions and the vertical line Y7 indicative of the rotatingspeed of the seventh rotary element RE7 fixed to the output shaft 22.

FIG. 6 illustrates signals received by an electronic control device 40provided to control the drive system 10, and signals generated by theelectronic control device 40. This electronic control device 40 includesa so-called microcomputer incorporating a CPU, a ROM, a RAM and aninput/output interface, and is arranged to process the signals accordingto programs stored in the ROM while utilizing a temporary data storagefunction of the ROM, to implement hybrid drive controls of the engine 8and electric motors M1 and M2, and drive controls such as shiftingcontrols of the automatic transmission 20.

The electronic control device 40 is arranged to receive, from varioussensors and switches shown in FIG. 6, various signals such as: a signalindicative of a temperature of cooling water of the engine; a signalindicative of a selected operating position of a shift lever; a signalindicative of the operating speed N_(E) of the engine 8; a signalindicative of a value indicating a selected group of forward-drivepositions of the drive system; a signal indicative of an M mode (motordrive mode); a signal indicative of an operated state of an airconditioner; a signal indicative of a vehicle speed corresponding to therotating speed of the output shaft 22; a signal indicative of atemperature of a working oil of the automatic transmission 20; a signalindicative of an operated state of a side brake; a signal indicative ofan operated state of a foot brake; a signal indicative of a temperatureof a catalyst; a signal indicative of an angle of operation of anaccelerator pedal; a signal indicative of an angle of a cam; a signalindicative of the selection of a snow drive mode; a signal indicative ofa longitudinal acceleration value of the vehicle; a signal indicative ofthe selection of an auto-cruising drive mode; a signal indicative of aweight of the vehicle; signals indicative of speeds of the drive wheelsof the vehicle; a signal indicative of an operating state of astep-variable shifting switch provided to place the power distributingmechanism 16 in the fixed-speed-ratio shifting state in which the drivesystem 10 functions as a step-variable transmission; a signal indicativeof a continuously-variable shifting switch provided to place the powerdistributing mechanism 16 in the continuously variable-shifting state inwhich the drive system 10 functions as the continuously variabletransmission; a signal indicative of a rotating speed N_(M1) of thefirst electric motor M1; and a signal indicative of a rotating speedN_(M2) of the second electric motor M2. The electronic control device 40is further arranged to generate various signals such as: a signal todrive a throttle actuator for controlling an angle of opening of athrottle valve; a signal to adjust a pressure of a supercharger; asignal to operate the electric air conditioner; a signal for controllingan ignition timing of the engine 8; signals to operate the electricmotors M1 and M2; a signal to operate a shift-range indicator forindicating the selected operating position of the shift lever; a signalto operate a gear-ratio indicator for indicating the gear ratio; asignal to operate a snow-mode indicator for indicating the selection ofthe snow drive mode; a signal to operate an ABS actuator for anti-lockbraking of the wheels; a signal to operate an M-mode indicator forindicating the selection of the M-mode; signals to operatesolenoid-operated valves incorporated in a hydraulic control unit 42provided to control the hydraulic actuators of the hydraulicallyoperated frictional coupling devices of the power distributing mechanism16 and the automatic transmission 20; a signal to operate an electricoil pump used as a hydraulic pressure source for the hydraulic controlunit 42; a signal to drive an electric heater; and a signal to beapplied to a cruise-control computer.

FIG. 7 is a functional block diagram for explaining a method ofcontrolling the drive system 10, that is, major control functionsperformed by the electronic control device 40. Switching control means50 is arranged to detect a condition of the hybrid vehicle on the basisof the actual operating speed N_(E) of the engine 8, and adrive-force-related value relating to the drive force of the hybridvehicle, such as an output torque T_(E) of the engine, and determine,according to a stored relationship (switching map) shown in FIG. 8 byway of example, whether the detected vehicle condition is in acontinuously variable shifting region for placing the drive system 10 inthe continuously-variable shifting state, or in a step-variable shiftingregion for placing the drive system 10 in the step-variable shiftingstate. When the switching control means 50 determines that the vehiclecondition is in the step-variable shifting region, the switching controlmeans 50 disables hybrid control means 52 to effect a hybrid control orcontinuously-variable shifting control, and enables step-variableshifting control means 54 to effect a predetermined step-variableshifting control. In this case, the step-variable shifting control means54 effects an automatic shifting control according to a shiftingboundary line map (not shown) stored in shifting-map memory means 56.FIG. 2 indicates the combinations of the operating states of thehydraulically operated frictional coupling devices C0, C1, C2, B0, B1,B2 and B3, which are selectively engaged for effecting the step-variableshifting control. In this step-variable automatic shifting control mode,the power distributing mechanism 16 functions as an auxiliarytransmission having a fixed speed ratio γ0 of 1, with the switchingclutch C0 placed in the engaged state, when the drive system is placedin any one of the first-speed position through the fourth-speedposition. When the drive system is placed in the fifth-speed position,the switching brake B0 is engaged in place of the switching clutch C0,so that the power distributing mechanism 16 functions as an auxiliarytransmission having a fixed speed ratio γ0 of about 0.7. In thestep-variable automatic shifting control mode, therefore, the drivesystem 10 which includes the power distributing mechanism 16 functioningas the auxiliary transmission, and the automatic transmission 20,functions as a so-called automatic transmission.

The drive-force-related value indicated above is a parametercorresponding to the drive force of the vehicle, which may be an outputtorque T_(OUT) of the automatic transmission 20, an engine output torqueT_(E) or an acceleration value of the vehicle, as well as a drive torqueor drive force of drive wheels 38. The engine output torque T_(E) may bean actual value calculated on the basis of the operating angle of theaccelerator pedal or the opening angle of the throttle valve (or intakeair quantity, air/fuel ratio or amount of fuel injection) and the enginespeed N_(E), or an estimated value of the engine output torque T_(E) orrequired vehicle drive force which is calculated on the basis of theamount of operation of the accelerator pedal by the vehicle operator orthe operating angle of the throttle valve. The vehicle drive torque maybe calculated on the basis of not only the output torque T_(OUT), etc.,but also the ratio of a differential gear device of and the radius ofthe drive wheels 38, or may be directly detected by a torque sensor orthe like.

When the switching control means 50 determines that the vehiclecondition represented by the engine speed N_(E) and the engine outputtorque T_(E) is in the continuously-variable shifting region, on theother hand, the switching control means 50 commands the hydrauliccontrol unit 42 to release the switching clutch C0 and the switchingbrake B0 for placing the power distributing mechanism 16 in theelectrically established continuously-variable shifting state. At thesame time, the switching control means 50 enables the hybrid controlmeans 52 to effect the hybrid control, and commands the step-variableshifting control means 54 to select and hold a predetermined one of thegear positions, or to permit an automatic shifting control according tothe shifting boundary line map stored in the shifting-map memory means56. In the latter case, the variable-step shifting control means 54effects the automatic shifting control by suitably selecting thecombinations of the operating states of the frictional coupling devicesindicated in the table of FIG. 2, except the combinations including theengagement of the switching clutch C0 and brake B0. Thus, the powerdistributing mechanism 16 functions as the continuously variabletransmission while the automatic transmission connected in series to thepower distributing mechanism 16 functions as the step-variabletransmission, so that the drive system provides a sufficient vehicledrive force, such that the speed of the rotary motion transmitted to theautomatic transmission 20 placed in one of the first-speed,second-speed, third-speed and fourth-gear positions, namely, therotating speed of the power transmitting member 18 is continuouslychanged, so that the speed ratio of the drive system when the automatictransmission 20 is placed in one of those gear positions is continuouslyvariable over a predetermined range. Accordingly, the speed ratio of theautomatic transmission 20 is continuously variable through the adjacentgear positions, whereby the overall speed ratio γT of the drive system10 is continuously variable.

The hybrid control means 52 controls the engine 8 to be operated withhigh efficiency, and controls the first electric motor M1 and the secondelectric motor M2, so as to establish an optimum proportion of the driveforces which are produced by the engine 8, and the first electric motorM1 and/or the second electric motor M2. For instance, the hybrid controlmeans 52 calculates the output as required by the vehicle operator atthe present running speed of the vehicle, on the basis of the operatingamount of the accelerator pedal and the vehicle running speed, andcalculate a required vehicle drive force on the basis of the calculatedrequired output and a required amount of generation of an electricenergy by the first electric motor M1. On the basis of the calculatedrequired vehicle drive force, the hybrid control means 52 calculatesdesired speed N_(E) and total output of the engine 8, and controls theactual output of the engine 8 and the amount of generation of theelectric energy by the first electric motor M1, according to thecalculated desired speed and total output of the engine. The hybridcontrol means 52 is arranged to effect the above-described hybridcontrol while taking account of the presently selected gear position ofthe automatic transmission 20, or controls the shifting operation of theautomatic transmission 20 so as to improve the fuel economy of theengine. In the hybrid control, the power distributing mechanism 16 iscontrolled to function as the electrically controlledcontinuously-variable transmission, for optimum coordination of theengine speed N_(E) and vehicle speed for efficient operation of theengine 8, and the rotating speed of the power transmitting member 18determined by the selected gear position of the automatic transmission20. That is, the hybrid control means 52 determines a target value ofthe overall speed ratio γT of the drive system 10, so that the engine 8is operated according a stored highest-fuel-economy curve that satisfiesboth of the desired operating efficiency and the highest fuel economy ofthe engine 8. The hybrid control means 52 controls the speed ratio γ0 ofthe power distributing mechanism 16, so as to obtain the target value ofthe overall speed ratio γT, so that the overall speed ratio γT can becontrolled within a predetermined range, for example, between 13 and0.5.

In the hybrid control, the hybrid control means 52 controls an inverter58 such that the electric energy generated by the first electric motorM1 is supplied to an electric-energy storage device 60 and the secondelectric motor M2 through the inverter 58. That is, a major portion ofthe drive force produced by the engine 8 is mechanically transmitted tothe power transmitting member 18, while the remaining portion of thedrive force is consumed by the first electric motor M1 to convert thisportion into the electric energy, which is supplied through the inverter58 to the second electric motor M2, or subsequently consumed by thefirst electric motor M1. A drive force produced by an operation of thesecond electric motor M1 or first electric motor M1 with the electricenergy is transmitted to the power transmitting member 18. Thus, thedrive system is provided with an electric path through which an electricenergy generated by conversion of a portion of a drive force of theengine 8 is converted into a mechanical energy. This electric pathincludes components associated with the generation of the electricenergy and the consumption of the generated electric energy by thesecond electric motor M2.

It is also noted that the hybrid control means 52 is further arranged toestablish a so-called “motor starting and drive” mode in which thevehicle is started and driven with only the electric motor (e.g., secondelectric motor M2) used as the drive power source, by utilizing theelectric CVT function (differential function) of the switchable typeshifting portion 11, irrespective of whether the engine 8 is in thenon-operated state or in the idling state. Generally, this motorstarting and drive mode is established when the vehicle condition is ina region of a comparatively low value of the output torque T_(OUT) orthe engine torque T_(E), in which the engine efficiency is comparativelylow, or in a region of a comparatively low value of the vehicle speed Vor a region of a comparatively low value of the vehicle load (e.g., aregion defined by solid line A in FIG. 12). In principle, therefore, thevehicle is started by the electric motor rather than the engine.

An example of the step-variable shifting region is indicated in FIG. 8.This step-variable shifting region is defined as a high-torque region(high output drive region) in which the output torque T_(E) of theengine 8 is not smaller than a predetermined value T_(E1), a high-speedregion in which the engine speed N_(E) is not lower than a predeterminedvalue N_(E1) (a high-vehicle-speed region in which the vehicle speed asone running condition of the vehicle determined by the engine speedN_(E) and the overall speed ratio γT is not lower than a predeterminedvalue), or a high-output region in which the engine output determined bythe output torque T_(E) and speed N_(E) of the engine 8 is not smallerthan a predetermined value. Accordingly, the step-variable shiftingcontrol is effected when the torque, speed or output of the engine 8 iscomparatively high, while the continuously-variable shifting control iseffected when the torque, speed or output of the engine is comparativelylow, that is, when the engine is in a normal output state. A switchingboundary line map in FIG. 8, which defines the step-variable shiftingregion and the continuously-variable shifting region, functions as anupper vehicle-speed limit line consisting of a series of upper speedlimits, and an upper output limit line consisting of a series of upperoutput limits.

FIG. 9 shows an example of a manually operable shifting device in theform of a shifting device 46 including a shift lever 48, which isdisposed laterally adjacent to an operator's seat, for example, andwhich is manually operated to select one of a plurality of gearpositions consisting of a parking position P for placing the drivesystem 10 (namely, automatic transmission 20) in a neutral state inwhich a power transmitting path is disconnected with both of theswitching clutch C0 and brake B0 placed in the released state, while atthe same time the output shaft 22 of the automatic transmission 20 is inthe locked state; a reverse-drive position R for driving the vehicle inthe rearward direction; a neutral position N for placing the drivesystem 10 in the neutral state; an automatic forward-drive shiftingposition D; and a manual forward-drive shifting position M. The parkingposition P and the neutral position N are non-driving positions selectedwhen the vehicle is not driven, while the reverse-drive position R, andthe automatic and manual forward-drive shifting positions D, M aredriving positions selected when the vehicle is driven. The automaticforward-drive shifting position D provides a highest-speed position, andpositions “4” through “L” selectable in the manual forward-driveshifting position M are engine-braking positions in which an enginebrake is applied to the vehicle.

The manual forward-drive shifting position M is located at the sameposition as the automatic forward-drive shifting position D in thelongitudinal direction of the vehicle, and is spaced from or adjacent tothe automatic forward-drive shifting position D in the lateral directionof the vehicle. The shift lever 48 is operated to the manualforward-drive shifting position M, for manually selecting one of thepositions “D” through “L”. Described in detail, the shift lever 48 ismovable from the manual forward-drive shifting position M to a shift-upposition “+” and a shift-down position “−”, which are spaced from eachother in the longitudinal direction of the vehicle. Each time the shiftlever 48 is moved to the shift-up position “+” or the shift-downposition “−”, the presently selected position is changed by oneposition. The five positions “D” through “L” have respective differentlower limits of a range in which the overall speed ratio γT of the drivesystem 10 is automatically variable, that is, respective differentlowest values of the overall speed ratio γT which corresponds to thehighest output speed of the drive system 10. Namely, the five positions“D” through “L” select respective different numbers of the speedpositions or gear positions of the automatic transmission 20 which areautomatically selectable, so that the lowest overall speed ratio γTavailable is determined by the selected number of the gear positions.The shift lever 48 is biased by biasing means such as a spring so thatthe shift lever 48 is automatically returned from the shift-up position“+” and shift-down position “−” back to the manual forward-driveshifting position M. The shifting device 46 is provided withshift-position sensors operable to detect the presently selectedposition of the shift lever 48, so that signals indicative of thepresently selected operating position of the shift lever 48 and thenumber of shifting operations of the shift lever 48 in the manualforward-shifting position M.

When the shift lever 48 is operated to the automatic forward-driveshifting position D, the switching control means 50 effects an automaticswitching control of the drive system 10 according to a stored switchingmap indicated in FIG. 8, and the hybrid control means 52 effects thecontinuously-variable shifting control of the power distributingmechanism 16, while the step-variable shifting control means 54 effectsan automatic shifting control of the automatic transmission 20. When thedrive system 10 is placed in the step-variable shifting state, forexample, the shifting action of the drive system 10 is automaticallycontrolled to select an appropriate one of the first-gear positionthrough the fifth-gear position indicated in FIG. 2. When the drivesystem is placed in the continuously-variable shifting state, the speedratio of the power distributing mechanism 16 is continuously changed,while the shifting action of the automatic transmission 20 isautomatically controlled to select an appropriate one of the first-gearthrough fourth-gear positions, so that the overall speed ratio γT of thedrive system 10 is controlled so as to be continuously variable withinthe predetermined range. The automatic forward-drive position D is aposition selected to establish an automatic shifting mode (automaticmode) in which the drive system 10 is automatically shifted.

When the shift lever 48 is operated to the manual forward-drive shiftingposition M, on the other hand, the shifting action of the drive system10 is automatically controlled by the switching control means 50, hybridcontrol means 52 and step-variable shifting control means 54, such thatthe overall speed ratio γT is variable within a predetermined range thelower limit of which is determined by the gear position having thelowest speed ratio, which gear position is determined by the manuallyselected one of the positions “D” through “L”. When the drive system 10is placed in the step-variable shifting state, for example, the shiftingaction of the drive system 10 is automatically controlled within theabove-indicated predetermined range of the overall speed ratio γT. Whenthe drive system 10 is placed in the step-variable shifting state, thespeed ratio of the power distributing mechanism 16 is continuouslychanged, while the shifting action of the automatic transmission 20 isautomatically controlled to select an appropriate one of the gearpositions the number of which is determined by the manually selected oneof the positions “D” through “L”, so that the overall speed ratio γT ofthe drive system 10 is controlled so as to be continuously variablewithin the predetermined range. The manual forward-drive position M is aposition selected to establish a manual shifting mode (manual mode) inwhich the selectable gear positions of the drive system 10 are manuallyselected.

In the present embodiment described above, the power distributingmechanism 16 includes the switching clutch C0 and the switching brakeB0, which constitute the differential-state switching device operable toselectively place the power distributing mechanism 16 in thedifferential state in which the mechanism 16 is capable of performing adifferential function, for example, the continuously-variable shiftingstate in which the mechanism 16 functions as an electrically controlledcontinuously variable transmission the speed ratio of which iscontinuously variable, and in the non-differential state in which themechanism 16 is not capable of performing a differential function, forexample, the fixed-speed-ratio shifting state in which the mechanism 16is operable as a transmission having fixed speed ratios. Accordingly,when the engine is in a normal output state with a relatively low ormedium output while the vehicle is running at a relatively low or mediumrunning speed, the power distributing mechanism 16 is placed in thecontinuously-variable shifting state, assuring a high degree of fueleconomy of the hybrid vehicle. When the vehicle is running at arelatively high speed or when the engine is operating at a relativelyhigh speed, on the other hand, the power distributing mechanism 16 isplaced in the fixed-ratio shifting state in which the output of theengine 8 is transmitted to the drive wheels 38 primarily through themechanical power transmitting path, so that the fuel economy is improvedowing to reduction of a loss of conversion of the mechanical energy intothe electric energy. When the engine 8 is in a high-output state, thepower distributing mechanism 16 is also placed in the fixed-speed-ratioshifting state. Therefore, the mechanism 16 is placed in thecontinuously-variable shifting state only when the vehicle speed isrelatively low or medium or when the engine output is relatively low ormedium, so that the required amount of electric energy generated by thefirst electric motor M1, that is, the maximum amount of electric energythat must be transmitted from the first electric motor M1 can bereduced, whereby the required electrical reaction force of the firstelectric motor M1 can be reduced, making it possible to minimize therequired sizes of the first electric motor M1 and the second electricmotor M2, and the required size of the drive system including thoseelectric motors. Alternatively, when the engine 8 is in a high-output(high-torque)state, the power distributing mechanism 16 is placed in thefixed-speed-ratio shifting state while at the same time the automatictransmission 20 is automatically shifted, so that the engine speed N_(E)changes with a shift-up action of the automatic transmission 20,assuring a comfortable rhythmic change of the engine speed N_(E) as theautomatic transmission is shifted up, as indicated in FIG. 10. Stated inthe other way, when the engine is in a high-output state, it is moreimportant to satisfy a vehicle operator's desire to improve thedrivability of the vehicle, than a vehicle operator's desire to improvethe fuel economy. In this respect, the power distributing mechanism 16is switched from the continuously-variable shifting state to thestep-variable shifting state (fixed-speed-ratio shifting state) when theengine output becomes relatively high. Accordingly, the vehicle operatoris satisfied with a comfortable rhythmic change of the engine speedN_(E) during the high-output operation of the engine, as indicated inFIG. 10.

The present embodiment has a further advantage that the powerdistributing mechanism 16 is simple in construction, by using the firstplanetary gear set 24 of single-pinion type including the three rotaryelements in the form of the first carrier CA1, first sun gear S1 andfirst ring gear R1.

In the present embodiment, the automatic transmission 20 is connected inseries to and interposed between the power distributing mechanism 16 andthe drive wheels 38, so that the overall speed ratio of the drive systemis determined by the speed ratio of the power distributing mechanism 16and the speed ratio of the automatic transmission 20. The width or rangeof the overall speed ratio can be broadened by the width of the speedratio of the automatic transmission 20, making it possible to improvethe efficiency of operation of the power distributing mechanism 16 inits continuously-variable shifting state, that is, the efficiency ofhybrid control of the vehicle.

The present embodiment has another advantage that when the powerdistributing mechanism 16 is placed in the fixed-speed-ratio shiftingstate, this mechanism 16 functions as if the mechanism 16 was a part ofthe automatic transmission 20, so that the drive system provides anoverdrive position in the form of the fifth-gear position the speedratio of which is lower than 1.

The present embodiment is further arranged such that the second electricmotor M2 is connected to the power transmitting member 18 which isprovided as an input rotary member of the automatic transmission 20, sothat the required input torque of the automatic transmission 20 can bemade lower than the torque of the output shaft 22, making it possible tofurther reduce the required size of the second electric motor M2.

Then, the other embodiments of the present invention will be described.In the following embodiments, the same reference signs as used in thepreceding embodiment will be used to identify elements similar to thosein the preceding embodiment, which will not be described.

Embodiment 2

FIG. 11 is a functional block diagram illustrating the electroniccontrol device 40 according to another embodiment of this invention,wherein the switching control means 50 is different from that of theembodiment of FIG. 7 in that the switching control means 50 of FIG. 11includes high-speed-running determining means 62, high-output-runningdetermining means 64, and electric-path-function diagnosing means 66,and is arranged to effect a switching control on the basis of arelationship shown in FIG. 12.

In the embodiment of FIG. 11, the high-speed-running determining means62 is arranged to determine whether a vehicle speed V which is one ofoperating states of the hybrid vehicle has reached a predetermined speedvalue V1, which is an upper limit value above which it is determinedthat the vehicle is in a high-speed running state. Thehigh-output-running determining means 64 is arranged to determinewhether a drive-force-related value such as the output torque T_(OUT) ofthe automatic transmission 20, relating to the vehicle drive force whichis another operating state of the hybrid vehicle, has reached apredetermined torque or drive-force value T1, which is an upper limitvalue above which it is determined that the vehicle is in a high-outputrunning state. Namely, the high-output-running determining means 64determines whether the vehicle is running with a high output, on thebasis of a drive-force-related parameter which directly or indirectlyrepresents the drive force with which the vehicle is driven. Theelectric-path-function diagnosing means 66 is arranged to determinewhether the components of the drive system 10 that are operable toestablish the continuously-variable shifting state have a deterioratedfunction. This determination by the diagnosing means 66 is based on thefunctional deterioration of the components associated with the electricpath through which an electric energy generated by the first electricmotor M1 is converted into a mechanical energy. For example, thedetermination is made on the basis of a failure, or a functionaldeterioration or defect due to a failure or low temperature, of any oneof the first electric motor M1, second electric motor M2, inverter 58,electric-energy storage device 60 and electric conductors connectingthose components.

Shift-position determining means 67 is provided to select or determinethe gear position to which the drive system 10 should be shifted whilethe drive system 10 consisting of the power distributing mechanism 16and the automatic transmission 10 is placed in the step-variableshifting state in which the drive system 10 as a whole functions as thestep-variable automatic transmission. For example, this determination bythe shift-position determining means 67 is based on the vehiclecondition represented by the vehicle speed V and the output torqueT_(OUT), and according to the shifting boundary line map of FIG. 12stored in the shifting-map memory means 56. The step-variable shiftingcontrol means 54 controls the shifting action of the automatictransmission 20 on the basis of the gear position selected by theshift-position determining means 67, irrespective of whether the drivesystem 10 is in the step-variable shifting state or thecontinuously-variable shifting state. The gear position selected by theshift-position determining means 67 is checked by high-speed-geardetermining means 68, as to whether this gear position is ahigh-speed-gear position or not.

The high-speed-gear determining means 68 is arranged to determinewhether the gear position which is selected by the shift-positiondetermining means 67 and to which the drive system 10 should be shiftedis the high-speed-gear position, for example, the fifth-gear position.This determination by the high-speed-gear determining means 68 is madeto determine which one of the switching clutch C0 and brake B0 should beengaged to place the drive system 10 in the step-variable shiftingstate. While the drive system 10 as a whole is placed in thestep-variable shifting state, the switching clutch C0 is engaged toplace the drive system 10 in any of the first-gear position through thefourth-gear position, while the switching brake B0 is engaged to placethe drive system 10 in the fifth-gear position.

The switching control means 50 determines that the vehicle state is inthe step-variable shifting region, in any one of the followingconditions or cases: where the high-speed-running determining means 62has determined that the vehicle is in the high-speed running state;where the high-output-running determining means 64 has determined thatthe vehicle is in the high-output running state; and where theelectric-path-function diagnosing means 66 has determined that theelectric path function is deteriorated. In this case, the switchingcontrol means 50 disables the hybrid control means 52 to operate, thatis, inhibits the hybrid control means 52 from effecting the hybridcontrol or continuously-variable shifting control, and commands thestep-variable shifting control means 54 to perform predeterminedstep-variable shifting control operations, for example, an operation tocommand the automatic transmission 20 to be automatically shifted to thegear position selected by the shift-position determining means 67, andan operation to command the hydraulic control unit 42 to engage anappropriate one of the switching clutch C0 and brake B0, depending upona result of the determination by the high-speed-gear determining means68 as to whether the gear position selected by the shift-positiondetermining means 67 is the fifth-gear position. In this case,therefore, the drive system 10 as a whole consisting of the powerdistributing mechanism 16 and the automatic transmission 20 functions asthe so-called step-variable automatic transmission, and performs theautomatic shifting actions as indicated in the table of FIG. 2.

Where the high-speed-gear determining means 68 determines that theselected speed is the fifth-gear position, while the high-speed-runningdetermining means 62 determines that the vehicle is in the high-speedrunning state, or while the high-output-running determining means 64determines that the vehicle is in the high-output running state, theswitching control means 50 commands the hydraulic control unit 42 torelease the switching clutch C0 and engage the switching brake B0 toenable the power distributing mechanism 16 to function as an auxiliarytransmission having a fixed speed ratio γ0 of 0.7, for example, so thatthe drive system 10 as a whole is placed in the high-speed gearposition, so-called “overdrive gear position” having a speed ratio lowerthan 1.0. Where the high-output-running determining means 64 determinesthat the vehicle is in the high-output running state, and where thehigh-speed-gear determining means 68 does not determine that theselected gear position is the fifth-gear position, the switching controlmeans 50 commands the hydraulic control unit 42 to engage the switchingclutch C0 and release the switching brake B0 to enable the powerdistributing mechanism 16 to function as an auxiliary transmissionhaving a fixed speed ratio γ0 of 1, for example, so that the drivesystem 10 as a whole is placed in a low-gear position having a speedratio not lower than 1.0. Thus, the switching control means 50 placesthe drive system 10 in the step-variable shifting state in any one ofthe predetermined conditions described above, and selectively places thepower distributing mechanism 16 functioning as the auxiliarytransmission in the high-gear or low-gear position, while the automatictransmission 20 connected in series to the power distributing mechanism16 is enabled to function as the step-variable transmission, so that thedrive system 10 as a whole functions as the so-called step-variableautomatic transmission.

For instance, the upper vehicle-speed limit V1 of the vehicle speed isdetermined so that the drive system 10 is placed in the step-variableshifting state while the vehicle speed V is higher than the limit V1.This determination is effective to minimize a possibility ofdeterioration of the fuel economy of the vehicle if the drive system 10were placed in the continuously-variable shifting state at a relativelyhigh running speed of the vehicle. The upper output-torque limit T1 isdetermined depending upon the operating characteristics of the firstelectric motor M1, which is small-sized and the maximum electric energyoutput of which is made relatively small so that the reaction torque ofthe first electric motor M1 is not so large when the engine output isrelatively high in the high-output running state of the vehicle.

However, the switching control means 50 commands the hydraulic controlunit 42 to release both of the switching clutch C0 and brake B0 to placethe power distributing mechanism 16 in the continuously-variableshifting state, while the drive system 10 as a whole is normallyoperable in its continuously-variable shifting state, that is, when thehigh-speed-running determining means 62 does not determine that thevehicle is in the high-speed running state, when the high-output-runningdetermining means 64 does not determine that the vehicle is in thehigh-output running state, and when the electric-path-functiondiagnosing means 66 does not determine that the electric path functionis deteriorated. In this case, the switching control means 50 enablesthe hybrid control means 52 to effect the hybrid control, and commandsthe step-variable shifting control means 54 to hold the automatictransmission 20 in the predetermined gear position selected for thecontinuously-variable shifting control, or to permit the automatictransmission 20 to be automatically shifted to the gear positionselected by the shift-position determining means 67. Thus, in thepredetermined condition of the vehicle, the switching control means 50enables the power distributing mechanism 16 to operate in thecontinuously-variable shifting state, functioning as the continuouslyvariable transmission, while the automatic transmission 20 connected inseries to the power distributing mechanism 16 functions as thestep-variable transmission, so that the drive system provides asufficient vehicle drive force, such that the speed of the rotary motiontransmitted to the automatic transmission 20 placed in one of thefirst-speed, second-speed, third-speed and fourth-gear positions,namely, the rotating speed of the power transmitting member 18 iscontinuously changed, so that the speed ratio of the drive system whenthe automatic transmission 20 is placed in one of those gear positionsis continuously variable over a predetermined range. Accordingly, thespeed ratio of the automatic transmission 20 is continuously variableacross the adjacent gear positions, whereby the overall speed ratio γTof the drive system 10 is continuously variable.

FIG. 12 shows an example of the shifting boundary line map (shifting mapor relationship) which is stored in the shifting-map memory means 56 andwhich is used for determining whether the automatic transmission 20should be shifted. The shifting boundary line map consists of shiftboundary lines in a rectangular two-dimensional coordinate system havingan axis along which the vehicle speed V is taken, and an axis alongwhich the drive-force-related value in the form of the output torqueT_(OUT) is taken. In FIG. 12, solid lines are shift-up boundary lines,and one-dot chain lines are shift-down boundary lines. Broken lines inFIG. 12 are boundary lines defining a step-variable shifting region anda continuously-variable shifting region which are used by the switchingcontrol means 50. These boundary lines represent the upper vehicle-speedlimit V1 and the upper output-torque limit T1 above which it isdetermined that the vehicle is in the high-speed or high-output runningstate. FIG. 12 also shows two-dot chain lines which are boundary lineoffset with respect to the broken lines, by a suitable amount of controlhysteresis, so that the broken lines and the two-dot chain lines areselectively used as the boundary lines. Thus, FIG. 12 also shows astored switching boundary line map used by the switching control means50 to determine whether the vehicle is in the step-variable shiftingstate or the continuously-variable shifting state, depending uponwhether the vehicle speed V and the output torque T_(OUT) are higherthan the predetermined upper limit values V, T1. Therefore, theabove-described determining means 62, 64 may be arranged to determinethe vehicle condition according to this switching boundary line map andon the basis of the actual values of the vehicle speed V and outputtorque T_(OUT). This switching boundary line map as well as the shiftingboundary line map may be stored in the shifting-map memory means 56. Theswitching boundary line map may include at least one of the boundarylines representative of the upper vehicle-speed limit V1 and the upperoutput-torque limit T1, and may use only one of the two parameters V andT_(OUT). The shifting boundary line map and the switching boundary linemay be replaced by stored equations for comparison of the actual vehiclespeed V with the limit value V1 and comparison of the actual outputtorque T_(OUT) with the limit value T1.

It is noted that the step-variable shifting region andcontinuously-variable shifting region of FIG. 12 are considered to be amodification of the step-variable shifting region andcontinuously-variable shifting region of FIG. 8 which are defined by theoutput torque T_(E) and speed N_(E) of the engine 8. According to theshifting regions of FIG. 12, the step-variable shifting region consistsof a high-torque region in which the output torque T_(OUT) is not lowerthan the upper limit value T1, and a high-speed region in which thevehicle speed V is not lower than the upper limit value V1, so that thestep-variable shifting state is established when the vehicle is in ahigh-output running state with the engine 8 having a comparatively highoutput, or in a high-speed running state with the engine 8 operating ata comparatively high speed, and the continuously-variable shifting stateis established when the vehicle is in a low-output running state withthe engine 8 having a comparatively low output, or in a low-speedrunning state with the engine 8 operating at a comparatively low speed,that is, when the engine 8 is in a normal output state.

FIG. 13 is a flow chart illustrating one of major control operations ofthe electronic control device 40, that is, a switching control of thedrive system 10 in the embodiment of FIG. 11. This switching control isrepeatedly executed with an extremely short cycle time of about severalmilliseconds to several tens of milliseconds, for example.

Initially, step S1 (hereinafter “step” being omitted) corresponding tothe high-speed-running determining means 62 is implemented to determinewhether the actual speed V of the hybrid vehicle is equal to or higherthan the predetermined upper limit V1. If a negative decision isobtained in S1, the control flow goes to S2 corresponding to thehigh-output-running determining means 64, to determine whether theactual drive torque of the hybrid vehicle or the actual output toqueT_(OUT) of the automatic transmission 20 is equal to or higher than thepredetermined upper limit T1. If a negative decision is obtained in S2,the control flow goes to S3 corresponding to the electric-path-functiondiagnosing means 66, to diagnose the components associated with theelectric path (electric energy transmitting path) through which anelectric energy generated by the first electric motor M1 is convertedinto a mechanical energy, for example, to determine whether any one ofthe first electric motor M1, second electric motor M2, inverter 58,electric-energy storage device 60, and electric conductors connectingthose components has a deteriorated function, such as a failure or afunctional defect due to a low temperature.

If a negative decision is obtained in S3, the control flow goes to S4corresponding to the switching control means 50, in which the switchingcontrol means 50 commands the hydraulic control unit 42 to release theswitching clutch C0 and the switching brake B0, for placing the powerdistributing mechanism 16 in the continuously-variable shifting state,and at the same time enables the hybrid control means 52 to effect thehybrid control and commands the step-variable control means 54 to permitthe automatic transmission 20 to be automatically shifted to the gearposition selected by the shift-position determining means 67.Accordingly, the power distributing mechanism 16 is enabled to functionas the continuously variable transmission, while the automatictransmission 20 connected in series to the power distributing mechanism16 is enabled to function as the step-variable transmission, so that thedrive system provides a sufficient vehicle drive force, such that thespeed of the rotary motion transmitted to the automatic transmission 20placed in one of the first-speed, second-speed, third-speed andfourth-gear positions, namely, the rotating speed of the powertransmitting member 18 is continuously changed, so that the speed ratioof the drive system when the automatic transmission 20 is placed in oneof those gear positions is continuously variable over a predeterminedrange. Accordingly, the speed ratio of the automatic transmission 20 iscontinuously variable across the adjacent gear positions, whereby theoverall speed ratio γT of the drive system 10 is continuously variable.

If an affirmative decision is obtained in any one of S1, S2 and S3, thecontrol flow goes to S5 corresponding to the shift-position determiningmeans 67, to determine or select the gear position to which the drivesystem 10 should be shifted. This determination is effected, forexample, on the basis of the vehicle condition and according to theshifting boundary line map stored in the shifting-map memory means 56and shown in FIG. 12. Then, S6 corresponding to the high-speed-geardetermining means 68 is implemented to determine whether the gearposition of the drive system 10 which is selected in S5 is the high-gearposition, for example, the fifth-gear position.

If an affirmative decision is obtained in S6, the control flow goes toS8 corresponding to the switching control means 50, in which theswitching control means 50 commands the hydraulic control unit 42 torelease the switching clutch C0 and engage the switching brake B0 toenable the power distributing mechanism 16 to function as the auxiliarytransmission having the fixed speed ratio γ0 of 0.7, for example. At thesame time, the switching control means 50 disables the hybrid controlmeans 52 to effect the hybrid control, that is, inhibits the hybridcontrol means 52 from effecting the hybrid control orcontinuously-variable shifting control, and commands the step-variableshifting control means 54 to command the automatic transmission 20 to beautomatically shifted to the fourth-gear position, so that the drivesystem 10 as a whole is placed in the fifth-gear position selected inS6. If a negative decision is obtained in S6, the control flow goes toS7 corresponding to the switching control means 50, in which theswitching control means 50 commands the hydraulic control unit 42 toengage the switching clutch C0 and release the switching brake B0 toenable the power distributing mechanism 16 to function as the auxiliarytransmission having the fixed speed ratio γ0 of 1, for example. At thesame time, the switching control means 50 inhibits the hybrid controlmeans 52 from effecting the hybrid control or continuously-variableshifting control, and commands the step-variable shifting control means54 to command the automatic transmission 20 to be automatically shiftedto one of the first-gear position through the fourth-gear position,which was selected in S5. Thus, S7 and S8 are arranged such that thepower distributing mechanism 16 is enabled to function as the auxiliarytransmission while the automatic transmission 20 connected in series tothe power distributing mechanism 16 is enabled to function as thestep-variable transmission, so that the drive system 10 as a wholeplaced in the step-variable transmission is enabled to function as theso-called step-variable automatic transmission.

Like the preceding embodiment, the present embodiment is arranged suchthat the power distributing mechanism 16 includes the switching clutchC0 and the switching brake B0, which constitute the differential-stateswitching device operable to selectively place the drive system 10 inthe continuously-variable shifting state in which the drive systemfunctions as an electrically controlled continuously variabletransmission the speed ratio of which is continuously variable, and inthe step-variable shifting state in which the drive system is operableas a step-variable transmission. The drive system 10 is automaticallyplaced in the continuously-variable shifting state or the step-variableshifting state, under the control of the switching control means 50, onthe basis of the running condition of the vehicle, so that the drivesystem 10 has not only an advantage of improved fuel economy owing tothe electrically controlled continuously variable transmission, but alsoan advantage of high power transmitting efficiency owing to thestep-variable transmission capable of mechanical transmission of avehicle drive force. When the engine is in a normal output state, forexample, when the vehicle condition is in the continuously-variableshifting region of FIG. 12 in which the vehicle speed V is not higherthan the upper limit V1 while the output torque T_(OUT) is not higherthan the upper limit value T1, the drive system 10 is placed in thecontinuously-variable shifting state. This arrangement assures a highdegree of fuel economy of the hybrid vehicle during its normal cityrunning, that is, at a relatively low or medium speed with a relativelylow or medium output. When the vehicle is in the high-speed runningstate, for example, when the vehicle condition is in the step-variableshifting region of FIG. 12 in which the vehicle speed V is higher thanthe upper limit V1, the drive system 10 is placed in the step-variableshifting state, in which the output of the engine 8 is transmitted tothe drive wheels 38 primarily through the mechanical power transmittingpath, so that the fuel economy is improved owing to reduction of a lossof conversion of the mechanical energy into the electric energy. Whenthe vehicle is in the high-output running state, for example, when thevehicle condition is in the step-variable shifting region in which theoutput torque T_(OUT) is higher than the upper limit T1, the drivesystem is placed in the step-variable shifting state, in which theoutput of the engine 8 is transmitted to the drive wheels 38 primarilythrough the mechanical power transmitting path. Thus, the drive system10 is placed in the continuously-variable shifting state only when thevehicle is in the low- or medium-speed running state or low- ormedium-output running state, so that the required amount of electricenergy generated by the first electric motor M1, that is, the maximumamount of electric energy that must be transmitted from the firstelectric motor M1 can be reduced, whereby the required electricalreaction force of the first electric motor M1 can be reduced, making itpossible to minimize the required sizes of the first electric motor M1and the second electric motor M2, and the required size of the drivesystem including those electric motors.

The present embodiment is further advantageous in that when the drivesystem 10 is switched from the continuously-variable shifting state tothe step-variable-shifting state depending upon a change of the vehiclecondition, one of the switching clutch C0 and the switching brake B0which constitute the differential-state switching device is engageddepending upon the vehicle condition, to select the gear position towhich the automatic transmission is shifted in the step-variableshifting state. Thus, the shifting action of the automatic transmissioncan be suitably controlled in the step-variable shifting mode, dependingupon whether the vehicle is in the high-speed or high-output runningstate or not.

In the present embodiment, the determination as to whether the vehicleis in the high-speed running state is made by determining whether thevehicle speed is higher than the upper limit V1. The switching controlmeans 50 places the transmission mechanism 10 in the step-variableshifting state when the actual vehicle speed V has exceeded the upperlimit V1. Accordingly, while the actual vehicle speed V is higher thanthe upper limit V1, the output of the engine 8 is transmitted to thedrive wheels 38 primarily through the mechanical power transmittingpath, so that the fuel economy of the vehicle is improved owing toreduction of a loss of conversion of the mechanical energy into theelectric energy, which would take place when the transmission mechanism10 is operated as the electrically controlled continuously variabletransmission.

In the present embodiment, the determination as to whether the vehicleis in the high-output running state is made by determining whether theoutput torque is higher than the upper limit T1. The switching controlmeans 50 places the transmission mechanism 10 in the step-variableshifting state when the actual output torque T_(OUT) has exceeded theupper limit T1. Accordingly, while the actual output torque T_(OUT) ishigher than the upper limit T1, the output of the engine 8 istransmitted to the drive wheels 38 primarily through the mechanicalpower transmitting path. Thus, the transmission mechanism 10 is operatedas the electrically controlled continuously variable transmission onlywhen the vehicle is in the low- or medium-output running state, so thatthe maximum amount of electric energy that must be generated by thefirst electric motor M1 can be reduced, whereby the required outputcapacity of the first electric motor M1 can be reduced, making itpossible to minimize the required sizes of the first electric motor M1and the second electric motor M2, and the required size of the drivesystem including those electric motors.

Further, the present embodiment uses the switching boundary line maprepresentative of the upper vehicle-speed limit V1 and the upperoutput-torque limit T1, with which the actual vehicle speed V and outputtorque T_(OUT) are compared by the switching control means 50, forsimple determination of the vehicle condition, more specifically, forsimple determination as to whether the vehicle is in thehigh-speed-running state or in the high-output-running state.

The present embodiment is further arranged such that the switchingcontrol means 50 places the drive system 10 in the step-variableshifting state, when it is determined that a predetermined diagnosingcondition indicative of functional deterioration of the controlcomponents that are operable to place the drive system 10 in thecontinuously-variable shifting state is satisfied. Thus, the vehicle canbe run with the drive system 10 operating in the step-variable shiftingstate, even when the drive system cannot be normally operated in thecontinuously-variable shifting state.

The present embodiment is further arranged such that the switchingcontrol means 50 engages the hydraulically operated frictional couplingdevice in the form of the switching brake B0 serving as thedifferential-state switching device, to hold the second rotary element(first sun gear S1) stationary, when the actual vehicle speed V hasexceeded the upper limit V1. Accordingly, while the actual vehicle speedV is higher than the upper limit V1, the output of the engine 8 istransmitted to the drive wheels 38 primarily through the mechanicalpower transmitting path, so that the fuel economy of the vehicle isimproved owing to reduction of a loss of conversion of the mechanicalenergy into the electric energy, which would take place when thetransmission mechanism 10 is operated as the electrically controlledcontinuously variable transmission.

The present embodiment is further arranged such that the switchingcontrol means 50 engages the hydraulically operated frictional couplingdevice in the form of the switching clutch C0 serving as thedifferential-state switching device, to connect the first sun gear S1and the first carrier CA1 to each other, when the actual output toqueT_(OUT) has exceeded the upper limit T1. Accordingly, while the actualoutput torque T_(OUT) is higher than the upper limit T1, the output ofthe engine 8 is transmitted to the drive wheels 38 primarily through themechanical power transmitting path, so that the maximum amount ofelectric energy that must be transmitted from the first electric motorM1 when the transmission mechanism 10 is operated as the electricallycontrolled continuously variable transmission can be reduced, making itpossible to minimize the required sizes of the first electric motor M1and the second electric motor M2, and the required size of the drivesystem including those electric motors.

The present embodiment has a further advantage that the powerdistributing mechanism 16 is simple in construction and has a reducedaxial dimension, by using the first planetary gear set 24 ofsingle-pinion type including the three rotary elements in the form ofthe first carrier CA1, first sun gear S1 and first ring gear R1. Thepower distributing mechanism 16 incorporates the hydraulically operatedfrictional coupling devices in the form of the switching clutch C0operable to connect the first sun gear S1 and the first carrier CA1 toeach other, and the switching brake B0 operable to fix the first sungear S1 to the transmission casing 12. Accordingly, the switchingcontrol means 50 permits simple switching of the drive system 10 betweenthe continuously-variable shifting state and the step-variable shiftingstate.

In the present embodiment, the automatic transmission 20 is connected inseries to and interposed between the power distributing mechanism 16 andthe drive wheels 38, so that the overall speed ratio of the drive systemis determined by the speed ratio of the power distributing mechanism 16and the speed ratio of the automatic transmission 20. The width or rangeof the overall speed ratio can be broadened by the width of the speedratio of the automatic transmission 20, making it possible to improvethe efficiency of the continuously-variable shifting control of thepower distributing mechanism 16, that is, the efficiency of hybridcontrol of the vehicle.

The present embodiment has another advantage that when the powerdistributing mechanism 16 is placed in the step-variable shifting state,the switchable type shifting portion 11 functions as if the shiftingportion 11 was a part of the automatic transmission 20, so that thedrive system provides an overdrive position in the form of thefifth-gear position the speed ratio of which is lower than 1.

The present embodiment is further arranged such that the second electricmotor M2 is connected to the power transmitting member 18 which isprovided as an input rotary member of the automatic transmission 20, sothat the required input torque of the automatic transmission 20 can bemade lower than the torque of the output shaft 22, making it possible tofurther reduce the required size of the second electric motor M2.

Embodiment 3

FIG. 14 is a schematic view for explaining an arrangement of a drivesystem 70 according to another embodiment of this invention, and FIG. 15is a table indicating gear positions of the drive system 70, anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, while FIG. 16 is a collinear chart for explaining shiftingoperation of the drive system 70.

The drive system 70 includes the power distributing mechanism 16, whichhas the first planetary gear set 24 of single-pinion type having a gearratio ρ1 of about 0.418, for example, and the switching clutch C0 andthe switching brake B0, as in the preceding embodiment. The drive system70 further includes an automatic transmission 72 which has threeforward-drive positions and which is interposed between and connected inseries to the power distributing mechanism 16 and the output shaft 22through the power transmitting member 18. The automatic transmission 72includes a single-pinion type second planetary gear set 26 having a gearratio ρ2 of about 0.532, for example, and a single-pinion type thirdplanetary gear set 28 having a gear ratio ρ3 of about 0.418, forexample. The second sun gear S2 of the second planetary gear set 26 andthe third sun gear S3 of the third planetary gear set 28 are integrallyfixed to each other as a unit, selectively connected to the powertransmitting member 18 through the second clutch C2, and selectivelyfixed to the transmission casing 12 through the first brake B1. Thesecond carrier CA2 of the second planetary gear set 26 and the thirdring gear R3 of the third planetary gear set 28 are integrally fixed toeach other and fixed to the output shaft 22. The second ring gear R2 isselectively connected to the power transmitting member 18 through thefirst clutch C1, and the third carrier CA3 is selectively fixed to thecasing 12 through the second brake B2.

In the drive system 70 constructed as described above, one of afirst-gear position (first-speed position) through a fourth-gearposition (fourth-speed position), a reverse-gear position (rear-driveposition) and a neural position is selectively established by engagingactions of a corresponding combination of the frictional couplingdevices selected from the above-described switching clutch C0, firstclutch C1, second clutch C2, switching brake B0, first brake B1 andsecond brake B2, as indicated in the table of FIG. 15. Those gearpositions have respective speed ratios γ (input shaft speedN_(IN)/output shaft speed N_(OUT)) which change as geometric series. Inparticular, it is noted that the power distributing mechanism 16provided with the switching clutch C0 and brake B0 can be selectivelyplaced by engagement of the switching clutch C0 or switching brake B0,in the fixed-speed-ratio shifting state in which the mechanism 16 isoperable as a transmission having a single gear position with one speedratio or a plurality of gear positions with respective speed ratios, aswell as in the continuously-variable shifting state in which themechanism 16 is operable as a continuously variable transmission, asdescribed above. In the present drive system 70, therefore, astep-variable transmission is constituted by the automatic transmission20, and the power distributing mechanism 16 which is placed in thefixed-speed-ratio shifting state by engagement of the switching clutchC0 or switching brake B0. Further, a continuously variable transmissionis constituted by the automatic transmission 20, and the powerdistributing mechanism 16 which is placed in the continuously-variableshifting state, with none of the switching clutch C0 and brake B0 beingengaged.

Where the drive system 70 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 2.804, for example, is established by engaging actions of theswitching clutch C0, first clutch C1 and second brake B2, and thesecond-gear position having the speed ratio γ2 of about 1.531, forexample, which is lower than the speed ratio γ1, is established byengaging actions of the switching clutch C0, first clutch C1 and firstbrake B1, as indicated in FIG. 15. Further, the third-gear positionhaving the speed ratio γ3 of about 1.000, for example, which is lowerthan the speed ratio γ2, is established by engaging actions of theswitching clutch C0, first clutch C1 and second clutch C2, and thefourth-gear position having the speed ratio γ4 of about 0.705, forexample, which is lower than the speed ratio γ3, is established byengaging actions of the first clutch C1, second clutch C2, and switchingbrake B0. Further, the reverse-gear position having the speed ratio γRof about 2.393, for example, which is intermediate between the speedratios γ1 and γ2, is established by engaging actions of the secondclutch C2 and the second brake B2. The neutral position N is establishedby engaging only the switching clutch C0.

Where the drive system 70 functions as the continuously-variabletransmission, on the other hand, the switching clutch C0 and theswitching brake B0 are both released, as indicated in FIG. 15, so thatthe power distributing mechanism 16 functions as the continuouslyvariable transmission, while the automatic transmission 72 connected inseries to the power distributing mechanism 16 functions as thestep-variable transmission, whereby the speed of the rotary motiontransmitted to the automatic transmission 72 placed in one of thefirst-gear, second-gear and third-gear positions, namely, the rotatingspeed of the power transmitting member 18 is continuously changed, sothat the speed ratio of the drive system when the automatic transmission72 is placed in one of those gear positions is continuously variableover a predetermined range. Accordingly, the speed ratio of theautomatic transmission 72 is continuously variable across the adjacentgear positions, whereby the overall speed ratio γT of the drive system70 is continuously variable.

The collinear chart of FIG. 16 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 70, which is constituted by thepower distributing mechanism 16 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 72 functioning as the step-variable shifting portion orsecond shifting portion. The collinear chart of FIG. 16 indicates therotating speeds of the individual elements of the power distributingmechanism 16 when the switching clutch C0 and brake B0 are released, andthe rotating speeds of those elements when the switching clutch C0 orbrake B0 is engaged, as in the preceding embodiments

In FIG. 16, four vertical lines Y4, Y5, Y6 and Y7 corresponding to theautomatic transmission 72 respectively represent the relative rotatingspeeds of a fourth rotary element (fourth element) RE4 in the form ofthe second and third sun gears S2, S3 integrally fixed to each other, afifth rotary element (fifth element) RE5 in the form of the thirdcarrier CA3, a sixth rotary element (sixth element) RE6 in the form ofthe second carrier CA2 and third ring gear R3 that are integrally fixedto each other, and a seventh rotary element (seventh element) RE7 in theform of the second ring gear R2. In the automatic transmission 72, thefourth rotary element RE4 is selectively connected to the powertransmitting member 18 through the second clutch C2, and is selectivelyfixed to the casing 12 through the first brake B1, and the fifth rotaryelement RE5 is selectively fixed to the casing 12 through the secondbrake B2. The sixth rotary element RE6 is fixed to the output shaft 22of the automatic transmission 72, and the seventh rotary element RE7 isselectively connected to the power transmitting member 18 through thefirst clutch C1.

When the first clutch C1 and the second brake B2 are engaged, theautomatic transmission 72 is placed in the first-speed position. Therotating speed of the output shaft 22 in the first-speed position isrepresented by a point of intersection between the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22 and an inclined straight line L1 which passes apoint of intersection between the vertical line Y7 indicative of therotating speed of the seventh rotary element RE7 and the horizontal lineX2, and a point of intersection between the vertical line Y5 indicativeof the rotating speed of the fifth rotary element RE5 and the horizontalline X1. Similarly, the rotating speed of the output shaft 22 in thesecond-speed position established by the engaging actions of the firstclutch C1 and first brake B1 is represented by a point of intersectionbetween an inclined straight line L2 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 fixed to the output shaft 22. The rotatingspeed of the output shaft 22 in the third-speed position established bythe engaging actions of the first clutch C1 and second clutch C2 isrepresented by a point of intersection between an inclined straight lineL3 determined by those engaging actions and the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22. In the first-speed through third-speed positionsin which the switching clutch C0 is placed in the engaged state, theseventh rotary element RE7 is rotated at the same speed as the enginespeed N_(E), with the drive force received from the power distributingmechanism 16. When the switching clutch B0 is engaged in place of theswitching clutch C0, the sixth rotary element RE6 is rotated at a speedhigher than the engine speed N_(E), with the drive force received fromthe power distributing mechanism 16. The rotating speed of the outputshaft 22 in the fourth-speed position established by the engagingactions of the first clutch C1, second clutch C2 and switching brake B0is represented by a point of intersection between a horizontal line L4determined by those engaging actions and the vertical line Y6 indicativeof the rotating speed of the sixth rotary element RE6 fixed to theoutput shaft 22. The rotating speed of the output shaft 22 in thereverse drive position R established by the engaging actions of thesecond clutch C2 and second brake B2 is represented by a point ofintersection between an inclined straight line LR determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22.

The drive system 70 of the present embodiment is also constituted by thepower distributing mechanism 16 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 72 functioning as the step-variable shifting portion orsecond shifting portion, so that the present drive system 70 hasadvantages similar to those of the preceding embodiments.

Embodiment 4

FIG. 17 is a schematic view for explaining an arrangement of a drivesystem 80 according to another embodiment of this invention, and FIG. 18is a table indicating gear positions of the drive system 80 placed inthe step-variable shifting state, and different combinations of engagedstates of the hydraulically operated frictional coupling devices forrespectively establishing those gear positions, while FIG. 19 is acollinear chart for explaining step-variable shifting operations of thedrive system 70. FIG. 20 is a table indicating the gear positions of thedrive system 80 placed in the continuously-variable shifting state anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, and FIG. 21 is a collinear chart for explainingcontinuously-variable shifting operations of the drive system 90.

The drive system 80 includes a power distributing mechanism 84, whichhas a first planetary gear set 82 of double-pinion type, and theswitching clutch C0 and the switching brake B0. The drive system 80further includes an automatic transmission 86 which has sevenforward-drive positions and which is interposed between and connected inseries to the power distributing mechanism 16 and the output shaft 22through the power transmitting member 18. The double-pinion type firstplanetary gear set 82 of the power distributing mechanism 84 in thepresent embodiment includes rotary elements consisting of: a first sungear S1; a first planetary gear P1 and a second planetary gear P2 whichmesh with each other; a first carrier CA1 supporting the first andsecond planetary gears P1, P2 such that each of the first and secondplanetary gears P1, P2 is rotatable about its axis and about the axis ofthe first sun gear S1; and a first ring gear R1 meshing with the firstsun gear S1 through the first and second planetary gears P1, P2. Thefirst planetary gear set 82 has a gear ratio ρ1 of about 0.425, forexample. In the power distributing mechanism 84, which is similar to thepower distributing mechanism 16, the first carrier CA1 is connected tothe input shaft 14, that is, to the engine 8, and the first sun gear S1is connected to the first electric motor M1, while the first ring gearR1 is connected to the power transmitting member 18. The switching brakeB0 is disposed between the first sun gear S1 and the transmission casing12, and the switching clutch C0 is disposed between the first sun gearS1 and the first carrier CA1. When the switching clutch C0 and brake B0are released, the power distributing mechanism 84 is placed in acontinuously-variable shifting state in which the mechanism 84 functionsas a continuously variable transmission the speed ratio γ0 of which iscontinuously variable. When the switching clutch C0 is engaged, thepower distributing mechanism 84 is placed in a fixed-speed-ratioshifting state in which the mechanism 84 functions as a transmissionhaving a fixed speed ratio γ0 of 1. When the switching brake B0 ratherthan the switching clutch C0 is engaged, the power distributingmechanism 84 is placed in a fixed-speed-ratio shifting state in whichthe mechanism 84 functions as a speed-reducing transmission having afixed speed ratio γ0 of about 1.7, for example, which is larger than 1.In this embodiment, too, the switching clutch C0 and brake B0 functionas a differential-state switching device operable to selectively placethe power distributing mechanism 84 in the continuously-variableshifting state in which the mechanism 84 functions as a continuouslyvariable transmission the speed ratio of which is continuously variable,and in the fixed-speed-ratio shifting state in which the mechanism 84functions as a transmission having a single gear position with one speedratio or a plurality of gear positions with respective speed ratios.

The automatic transmission 86 includes a single-pinion type secondplanetary gear set 88 having a gear ratio ρ2 of about 0.550, forexample, and double-pinion type third planetary gear set 90 having agear ratio ρ3 of about 0.462, for example. The double-pinion thirdplanetary gear set 90 has a pair of pinions P1, P2 which are rotatablysupported by a third carrier CA3 and which mesh with each other. Theouter pinion P2 is formed integrally with a pinion of the secondplanetary gear set 88. A third ring gear R3 and the third carrier CA3which mesh with the pinion P2 are formed integrally with a second ringgear R2 and a second carrier CA2 of the second planetary gear set 88. Athird sun gear S3 of the third planetary gear set 90 is selectivelyconnected to the power transmitting member 18 through a first clutch C1,and a second sun gear S2 of the second planetary gear set 88 isselectively fixed to the transmission casing 12 through a first brakeB1, and selectively connected to the power transmitting member 18through a third clutch C3. The second carrier CA2 and the third carrierCA3 are selectively fixed to the transmission casing 12 through a secondbrake B2, and selectively connected to the input shaft 14 through asecond clutch C2. The second ring gear R2 and the third ring gear R3 areintegrally fixed to the output shaft 22.

In the drive system 80 constructed as described above, one of afirst-gear position (first-speed position) through a seventh-gearposition (seventh-speed position), a reverse-gear position (rear-driveposition) and a neural position is selectively established by engagingactions of a corresponding combination of the frictional couplingdevices selected from the above-described switching clutch C0, firstclutch C1, second clutch C2, third clutch C3, switching brake B0, firstbrake B1 and second brake B2, as indicated in the table of FIG. 18.Those gear positions have respective speed ratios γ (input shaft speedN_(IN)/output shaft speed N_(OUT)) which change as geometric series. Inparticular, it is noted that the power distributing mechanism 84provided with the switching clutch C0 and brake B0 can be selectivelyplaced by engagement of the switching clutch C0 or switching brake B0,in the fixed-speed-ratio shifting state in which the mechanism 84 isoperable as a transmission having a single speed ratio or a plurality ofspeed ratios, as well as in the continuously-variable shifting state inwhich the mechanism 84 is operable as a continuously variabletransmission, as described above. In the present drive system 80,therefore, a step-variable transmission is constituted by the automatictransmission 86, and the power distributing mechanism 84 which is placedin the fixed-speed-ratio shifting state by engagement of the switchingclutch C0 or switching brake B0. Further, a continuously variabletransmission is constituted by the automatic transmission 86, and thepower distributing mechanism 84 which is placed in thecontinuously-variable shifting state, with none of the switching clutchC0 and brake B0 being engaged.

Where the drive system 80 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 3.763, for example, is established by engaging actions of thefirst clutch C1, second brake B2 and switching brake B0, and thesecond-gear position having the speed ratio γ2 of about 2.457, forexample, which is lower than the speed ratio γ1, is established byengaging actions of the first clutch C1, switching brake B0 and firstbrake B1, as indicated in FIG. 18. Further, the third-gear positionhaving the speed ratio γ3 of about 1.739, for example, which is lowerthan the speed ratio γ2, is established by engaging actions of the firstclutch C1, third clutch C3 and switching brake B0, and the fourth-gearposition having the speed ratio γ4 of about 1.244, for example, which islower than the speed ratio γ3, is established by engaging actions of thefirst clutch C1, second clutch C2, and switching brake B0. Thefifth-gear position having the speed ratio γ5 of 1.000 is established byengaging actions of the switching clutch C0 and the second clutch C2.The sixth-gear position having the speed ratio γ6 of about 0.811, forexample, which is lower than the speed ratio γ5, is established byengaging actions of the second clutch C2, third clutch C3 and switchingbrake B0. The seventh-gear position having the speed ratio γ7 of about0.645, for example, which is lower than the speed ratio γ6, isestablished by engaging actions of the second clutch C2, switching brakeB0 and first brake B1. Further, the reverse-gear position having thespeed ratio γR of about 3.162, for example, which is intermediatebetween the speed ratios γ1 and γ2, is established by engaging actionsof the third clutch C3, switching brake B0 and second brake B2.

Where the drive system 80 functions as the step-variable transmission,on the other hand, the switching clutch C0 and the switching brake B0are both released, as indicated in FIG. 20, so that the powerdistributing mechanism 84 functions as the continuously variabletransmission, while the automatic transmission 86 connected in series tothe power distributing mechanism 84 functions as the step-variabletransmission having three forward-drive positions, whereby the speed ofthe rotary motion transmitted to the automatic transmission 86 placed inone of the first-gear, second-gear and third-gear positions, namely, therotating speed of the power transmitting member 18 is continuouslychanged, so that the speed ratio of the drive system when the automatictransmission 86 is placed in one of those gear positions is continuouslyvariable over a predetermined range. Accordingly, the speed ratio of theautomatic transmission 86 is continuously variable across the adjacentgear positions, whereby the overall speed ratio γT of the drive system80 is continuously variable.

The collinear chart of FIG. 19 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 80 including the powerdistributing mechanism 84 and the automatic transmission 86, when thepower distributing mechanism 84 is placed in the step-variable shiftingstate established by the engaging action of one of the switching clutchC0 and brake B0.

In FIG. 19, vertical lines Y1, Y2 and Y3 respectively indicate therotating speeds of the first sun gear S1 (second rotary element RE2),the first ring gear R1 (third rotary element RE3) and the first carrierCA1 (first rotary element RE1) of the first planetary gear set 82 of thepower distributing mechanism 84. When the switching brake B0 is engagedto establish the first-speed position through the fourth-speed position,the sixth-speed position and the seventh-speed position, the rotatingspeed of the first sun gear S1 is zeroed, while the rotating speed ofthe first carrier CA1 is made equal to the engine speed N_(E), so thatthe relative rotating speed of the first ring gear R1, that is, therelative rotating speed of the power transmitting member 18 isrepresented by a point of intersection between the vertical line Y2 anda straight line L0 which connects a point of intersection between thehorizontal line X1 and the vertical line Y1, and a point of intersectionbetween the vertical line Y3 and the horizontal line X2 indicative ofthe engine speed N_(E). In this case, the relative rotating speed of thepower transmitting member 18 is lower than the engine speed N_(E)represented by the horizontal line X2, so that the power distributingmechanism 84 functions as a speed reducing device. For vertical linesY4-Y7, the horizontal line X3 indicates the reduced rotating speed. Whenthe switching clutch C0 is engaged in place of the switching brake B0,to establish the fifth-speed position, the first sun gear S1, first ringgear R1 and first carrier CA1 of the first planetary gear set 82 arerotated as a unit at the engine speed N_(E), and the relative rotatingspeed of the first ring gear R1, that is, the relative rotating speed ofthe power transmitting member 18 is represented by a point ofintersection between the horizontal line X2 and the vertical line Y2. Inthis case, the relative rotating speed of the power transmitting member18 is equal to the engine speed N_(E), so that the power distributingmechanism 84 functions as a fixed-speed-ratio transmission having aspeed ratio of 1. For the vertical lines Y4-Y7, the horizontal line X2indicates the rotating speed.

As shown in the collinear chart of FIG. 19, the automatic transmission86 is placed in the first-speed position when the first clutch C1,switching brake B0 and second brake B2 are engaged. The rotating speedof the output shaft 22 in the first-speed position is represented by apoint of intersection between the vertical line Y6 indicative of therotating speed of the sixth rotary element RE6 (R2, R3) fixed to theoutput shaft 22 and an inclined straight line L1 which passes a point ofintersection between the vertical line Y7 indicative of the rotatingspeed of the seventh rotary element RE7 (S3) and the horizontal line X3,and a point of intersection between the vertical line Y5 indicative ofthe rotating speed of the fifth rotary element RE5 (CA2, CA3) and thehorizontal line X1. Similarly, the rotating speed of the output shaft 22in the second-speed position established by the engaging actions of thefirst clutch C1, switching brake B0 and first brake B1 is represented bya point of intersection between an inclined straight line L2 determinedby those engaging actions and the vertical line Y6 indicative of therotating speed of the sixth rotary element RE6 fixed to the output shaft22. The rotating speed of the output shaft 22 in the third-speedposition established by the engaging actions of the first clutch C1,third clutch C3 and switching brake B0 is represented by a point ofintersection between an inclined straight line L3 and the vertical lineY6 determined by those engaging actions indicative of the rotating speedof the sixth rotary element RE6 fixed to the output shaft 22. Therotating speed of the output shaft 22 in the fourth-speed positionestablished by the engaging actions of the first clutch C1, secondclutch C2 and witching brake B0 is represented by a point ofintersection between the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22 andan inclined straight line L4 which passes a point of intersectionbetween the horizontal line X2 indicative of the rotating speed of theinput shaft 14 and the vertical line Y5 indicative of the rotating speedof the fifth rotary element RE5, and a point of intersection between thevertical line Y7 indicative of the rotating speed of the seventh rotaryelement RE7 and the horizontal line X3. The rotating speed of the outputshaft 22 in the fifth-speed position established by the engaging actionsof the switching clutch C0 and second clutch C2 is represented by apoint of intersection between straight line L5 aligned with thehorizontal line X2 and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22. Therotating speed of the output shaft 22 in the sixth-speed positionestablished by the engaging actions of the second clutch C2, thirdclutch C3 and switching brake B0 is represented by a point ofintersection between an inclined straight line L6 determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22. Therotating speed of the output shaft 22 in the seventh-speed positionestablished by the engaging actions of the second clutch C2, switchingbrake B0 and first brake B1 is represented by a point of intersectionbetween an inclined straight line L7 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 fixed to the output shaft 22. The rotatingspeed of the output shaft 22 in the reverse-gear position R establishedby the engaging actions of the third clutch C3, switching brake B0 andsecond brake B2 is represented by a point of intersection between aninclined straight line LR determined by those engaging actions and thevertical line Y6 indicative of the rotating speed of the sixth rotaryelement RE6 connected to the output shaft 22. It is noted that theswitching brake B0 need not be engaged to establish the seventh-speedposition shown in FIGS. 18 and 19, and that the first clutch C1 or thethird clutch C3 need not be engaged to establish the fifth-speedposition.

FIG. 20 is a table indicating shifting control operations of theautomatic transmission 86 of the drive system 80 when the powerdistributing mechanism 84 is placed in the continuously-variableshifting state. FIG. 21 is a collinear chart for explaining the shiftingcontrol operations. In the continuously-variable shifting state of thepower distributing mechanism 84 which is established by releasingactions of the switching clutch C0 and the switching brake B0, therotating speed of the first electric motor M1 is variable over a widerange by controlling the reaction force of the first electric motor M1.Namely, the rotating speed of the first ring gear R1, that is, therotating speed of the power transmitting member 18 is changed over arange a midpoint of which is the engine speed N_(E), as represented by apoint of intersection between the vertical line Y2 and a straight lineL0 which is pivoted as indicated by arrows about a point of intersectionbetween the horizontal line X2 and the vertical line Y3. As indicated inFIG. 21, the automatic transmission 86 is placed in the first-speedposition when the first clutch C1 and second brake B2 are engaged. Therotating speed of the output shaft 22 in the first-speed position isrepresented by a point of intersection between the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 (R2,R3) fixed to the output shaft 22 and an inclined straight line L1 whichpasses a point of intersection between the vertical line Y7 indicativeof the rotating speed of the seventh rotary element RE7 (S3) and thehorizontal line X3, and a point of intersection between the verticalline Y5 indicative of the rotating speed of the fifth rotary element RE5(CA2, CA3) and the horizontal line X1. Similarly, the rotating speed ofthe output shaft 22 in the second-speed position established by theengaging actions of the first clutch C1 and first brake B1 isrepresented by a point of intersection between an inclined straight lineL2 determined by those engaging actions and the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22. The rotating speed of the output shaft 22 in thethird-speed position established by the engaging actions of the firstclutch C1 and third clutch C3 is represented by a point of intersectionbetween an inclined straight line L3 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 fixed to the output shaft 22. Thus, the powerdistributing mechanism 84 functions as a continuously-variabletransmission while the automatic transmission 86 connected in series tothe power distributing mechanism 86 functions as a step-variabletransmission, so that the speed of the rotary motion transmitted to theautomatic transmission 86 placed in one of the first-gear, second-gearand third-gear positions, namely, the rotating speed of the powertransmitting member 18 is continuously changed, whereby the speed ratioof the drive system when the automatic transmission 86 is placed in oneof those gear positions is continuously variable over a predeterminedrange. Accordingly, the speed ratio of the automatic transmission 86 iscontinuously variable across the adjacent gear positions, whereby theoverall speed ratio γT of the drive system 80 is continuously variable.

The drive system 80 of the present embodiment is also constituted by thepower distributing mechanism 16 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 72 functioning as the step-variable shifting portion orsecond shifting portion, so that the present drive system 80 hasadvantages similar to those of the preceding embodiments.

Embodiment 5

FIG. 22 is a schematic view for explaining an arrangement of a drivesystem 92 according to another embodiment of this invention, and FIG. 23is a table indicating gear positions of the drive system 92 placed inthe step-variable shifting state, and different combinations of engagedstates of the hydraulically operated frictional coupling devices forrespectively establishing those gear positions, while FIG. 24 is acollinear chart for explaining step-variable shifting operations of thedrive system 92. FIG. 25 is a table indicating the gear positions of thedrive system 92 placed in the continuously-variable shifting state anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, and FIG. 26 is a collinear chart for explainingcontinuously-variable shifting operations of the drive system 92.

The drive system 92 includes a power distributing mechanism 94, whichhas a first planetary gear set 24 of single-pinion type similar to thatshown in FIG. 14, which has a gear ratio ρ1 of about 0.590, for example.The power distributing mechanism 94 has the switching brake B0. Thedrive system 92 further includes an automatic transmission 96 which haseight forward-drive positions and which is interposed between andconnected in series to the power distributing mechanism 94 and theoutput shaft 22 through the power transmitting member 18. While thepower distributing mechanism 94 in the present embodiment has theswitching brake B0 operable to selectively fix the first sun gear S1 ofthe first planetary gear set 24 to the transmission casing 12, themechanism 94 does not have the switching clutch C0 operable toselectively connect the first sun gear S1 and the first carrier CA1 toeach other. When the switch brake B0 is engaged, the rotating speed ofthe first ring gear R1 is made higher than that of the first carrierCA1, so that the power distributing mechanism 94 is placed in afixed-speed-ratio shifting state in which the mechanism 94 functions asa speed-increasing transmission having a fixed speed ratio γ0 of about0.63, for example, which is lower than 1. In the present embodimenttherefore, the switching brake B0 functions as a differential-stateswitching device operable to selectively place the power distributingmechanism 84 in the continuously-variable shifting state in which themechanism 84 is operable as a continuously variable transmission thespeed ratio γ0 of which is continuously variable, and thefixed-speed-ratio shifting state in which the mechanism 84 is operableas a transmission having a single gear position the speed ratio γ0 ofwhich is lower than 1.

The automatic transmission 96 includes a double-pinion type secondplanetary gear set 98 having a gear ratio ρ2 of about 0.435, forexample, and a single-pinion type third planetary gear set 100 having agear ratio ρ3 of about 0.435, for example. The double-pinion secondplanetary gear set 98 has a pair of pinions P1, P2 which are rotatablysupported by a second carrier CA2 and which mesh with each other. Theouter pinion P2 is formed integrally with a pinion of the thirdplanetary gear set 100. A second ring gear R2 and the second carrier CA2which mesh with the pinion P2 are formed integrally with a third ringgear R3 and a third carrier CA3 of the third planetary gear set 100. Asecond sun gear S2 of the second planetary gear set 98 is selectivelyconnected to the power transmitting member 18 through a first clutch C1,and selectively fixed to the transmission casing 12 through a firstbrake B1. A third sun gear S3 of the third planetary gear set 100 isselectively connected to the power transmitting member 18 through asecond clutch C2, and selectively connected to the input shaft 14through a fourth clutch C4. The second carrier CA2 and the third carrierCA3 are selectively connected to the input shaft 14 through a thirdclutch C3, and selectively fixed to the transmission casing 12 through asecond brake B2. The second ring gear R2 and the third ring gear R3 areintegrally fixed to the output shaft 22.

In the drive system 92 constructed as described above, one of afirst-gear position (first-speed position) through an eighth-gearposition (eighth-speed position), a reverse-gear position (rear-driveposition) and a neural position is selectively established by engagingactions of a corresponding combination of the frictional couplingdevices selected from the above-described first clutch C1, second clutchC2, third clutch C3, fourth clutch C4, switching brake B0, first brakeB1 and second brake B2, as indicated in the table of FIG. 23. Those gearpositions have respective speed ratios γ (input shaft speedN_(IN)/output shaft speed N_(OUT)) which change as geometric series. Inparticular, it is noted that the power distributing mechanism 94provided with the switching brake B0 can be selectively placed byengagement of the switching brake B0, in the fixed-speed-ratio shiftingstate in which the mechanism 94 is operable as a transmission having asingle gear position with a single speed ratio, as well as in thecontinuously-variable shifting state in which the mechanism 94 isoperable as a continuously variable transmission, as described above. Inthe present drive system 92, therefore, a step-variable transmission isconstituted by the automatic transmission 96, and the power distributingmechanism 94 which is placed in the fixed-speed-ratio shifting state byengagement of the switching brake B0. Further, a continuously variabletransmission is constituted by the automatic transmission 96, and thepower distributing mechanism 94 which is placed in thecontinuously-variable shifting state established by a releasing actionof the switching brake B0.

Where the drive system 92 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 3.538, for example, is established by engaging actions of thefourth clutch C1, switching brake B0 and first brake B1, and thesecond-gear position having the speed ratio γ2 of about 2.226, forexample, which is lower than the speed ratio γ1, is established byengaging actions of the second clutch C2, switching brake B0 and firstbrake B1, as indicated in FIG. 23. Further, the third-gear positionhaving the speed ratio γ3 of about 1.769, for example, which is lowerthan the speed ratio γ2, is established by engaging actions of the thirdclutch C3, switching brake B0 and first brake B1, and the fourth-gearposition having the speed ratio γ4 of about 1.345, for example, which islower than the speed ratio γ3, is established by engaging actions of thesecond clutch C2, third clutch C3 and switching brake B0. The fifth-gearposition having the speed ratio γ5 of 1.000, which is lower than thespeed ration γ4, is established by engaging actions of the third clutchC3, fourth clutch C4 and switching brake B0. The sixth-gear positionhaving the speed ratio γ6 of about 0.796, for example, which is lowerthan the speed ratio γ5, is established by engaging actions of the firstclutch C1, third clutch C3 and switching brake B0. The seventh-gearposition having the speed ratio γ7 of about 0.703, for example, which islower than the speed ratio γ6, is established by engaging actions of thefirst clutch C1, fourth clutch C4 and switching brake B0, and theeighth-gear position having the speed ratio γ8 of about 0.629, forexample, which is lower than the speed ratio γ7, is established byengaging actions of the first clutch C1, second clutch C2 and switchingbrake B0. Further, the reverse-gear position having the speed ratio γRof about 2.300, for example, which is intermediate between the speedratios γ1 and γ2, is established by engaging actions of the fourthclutch C4, switching brake B0 and second brake B2.

Where the drive system 92 functions as the step-variable transmission,on the other hand, the switching brake B0 is held in the released state,as indicated in FIG. 25, so that the power distributing mechanism 94functions as the continuously variable transmission, while the automatictransmission 96 connected in series to the power distributing mechanism94 functions as the step-variable transmission having two forward-drivepositions, whereby the speed of the rotary motion transmitted to theautomatic transmission 96 placed in one of the second-gear andeighth-gear positions, namely, the rotating speed of the powertransmitting member 18 is continuously changed, so that the speed ratioof the drive system when the automatic transmission 96 is placed in oneof those gear positions is continuously variable over a predeterminedrange. Accordingly, the speed ratio of the automatic transmission 96 iscontinuously variable across the adjacent gear positions, whereby theoverall speed ratio γT of the drive system 92 is continuously variable.

The collinear chart of FIG. 24 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 92 constituted by the powerdistributing mechanism 94 and the automatic transmission 96, when thepower distributing mechanism 94 is placed in the step-variable shiftingstate established by the engaging action of the switching brake B0.

In FIG. 24 similar to FIGS. 3 and 16, vertical lines Y1, Y2 and Y3respectively indicate the rotating speeds of the first sun gear S1(second rotary element RE2), the first carrier CA1 (first rotary elementRE1) and the first ring gear R1 (third rotary element RE2) of the firstplanetary gear set 24 of the power distributing mechanism 94. In thestep-variable shifting state, the switching brake B0 is engaged toestablish each of the gear positions, and the rotating speed of thefirst sun gear S1 is zeroed, while the rotating speed of the firstcarrier CA1 is made equal to the engine speed N_(E), so that therelative rotating speed of the first ring gear R1, that is, the relativerotating speed of the power transmitting member 18 is represented by apoint of intersection between the vertical line Y3 and a straight lineL0 which connects a point of intersection between the horizontal line X1and the vertical line Y1, and a point of intersection between thevertical line Y2 and the horizontal line X2 indicative of the enginespeed N_(E). In this case, the relative rotating speed of the powertransmitting member 18 is higher than the engine speed N_(E) representedby the horizontal line X2, so that the power distributing mechanism 94functions as a speed increasing device. For vertical lines Y4-Y7, thehorizontal line X3 indicates the increased rotating speed.

As shown in the collinear chart of FIG. 24, the automatic transmission96 is placed in the first-speed position when the fourth clutch C4,switching brake B0 and first brake B1 are engaged. The rotating speed ofthe output shaft 22 in the first-speed position is represented by apoint of intersection between the vertical line Y6 indicative of therotating speed of the sixth rotary element RE6 (R2, R3) fixed to theoutput shaft 22 and an inclined straight line L1 which passes a point ofintersection between the vertical line Y4 indicative of the rotatingspeed of the fourth rotary element RE4 (S3) and the horizontal line X2,and a point of intersection between the vertical line Y7 indicative ofthe rotating speed of the seventh rotary element RE7 (S2) and thehorizontal line X1. Similarly, the rotating speed of the output shaft 22in the second-speed position established by the engaging actions of thesecond clutch C2, switching brake B0 and first brake B1 is representedby a point of intersection between an inclined straight line L2determined by those engaging actions and the vertical line Y6 indicativeof the rotating speed of the sixth rotary element RE6 fixed to theoutput shaft 22. The rotating speed of the output shaft 22 in thethird-speed position established by the engaging actions of the thirdclutch C3, switching brake B0 and first brake B1 is represented by apoint of intersection between an inclined straight line L3 determined bythose engaging actions and the vertical line Y6 indicative of therotating speed of the sixth rotary element RE6 fixed to the output shaft22. The rotating speed of the output shaft 22 in the fourth-speedposition established by the engaging actions of the second clutch C2,third clutch C3 and switching brake B0 is represented by a point ofintersection between an inclined straight line L4 determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 (R2, R3) fixed to the output shaft22. The rotating speed of the output shaft 22 in the fifth-speedposition established by the engaging actions of the third clutch c2,fourth clutch C4 and switching brake B0 is represented by a point ofintersection between straight line L5 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 (R2, R3) fixed to the output shaft 22. Therotating speed of the output shaft 22 in the sixth-speed positionestablished by the engaging actions of the first clutch C1, third clutchC3 and switching brake B0 is represented by a point of intersectionbetween an inclined straight line L6 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 (R2, R3) fixed to the output shaft 22. Therotating speed of the output shaft 22 in the seventh-speed positionestablished by the engaging actions of the first clutch C1, fourthclutch C4 and switching brake B0 is represented by a point ofintersection between an inclined straight line L7 determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 (R2, R3) fixed to the output shaft22. The rotating speed of the output shaft 22 in the eighth-speedposition established by the engaging actions of the first clutch C1,second clutch C2 and switching brake B0 is represented by a point ofintersection between an inclined straight line L8 determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 (R2, R3) fixed to the output shaft22. The rotating speed of the output shaft 22 in the reverse-gearposition R established by the engaging actions of the fourth clutch C4,switching brake B0 and second brake B2 is represented by a point ofintersection between an inclined straight line LR determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 connected to the output shaft 22.It is noted that the switching brake B0 need not be engaged to establishthe first-speed position, third-speed position, fifth-speed position andreverse-gear position R shown in FIGS. 23 and 24.

FIG. 25 is a table indicating shifting control operations of theautomatic transmission 96 of the drive system 92 when the powerdistributing mechanism 94 is placed in the continuously-variableshifting state. FIG. 26 is a collinear chart for explaining the shiftingcontrol operations. In the continuously-variable shifting state of thepower distributing mechanism 94 which is established by a releasingaction of the switching brake B0, the rotating speed of the firstelectric motor M1 is variable over a wide range by controlling thereaction force of the first electric motor M1. Namely, the rotatingspeed of the first ring gear R1, that is, the rotating speed of thepower transmitting member 18 is changed over a range a midpoint of whichis the engine speed N_(E), as represented by a point of intersectionbetween the vertical line Y3 and a straight line L0 which is pivoted asindicated by arrows about a point of intersection between the horizontalline X2 and the vertical line Y2. As indicated in FIG. 26, the automatictransmission 96 is placed in a low-gear position when the second clutchC2 and first brake B1 are engaged. The rotating speed of the outputshaft 22 in the low-gear position in the form of the second-speedposition is represented by a point of intersection between the verticalline Y6 indicative of the rotating speed of the sixth rotary element RE6(R2, R3) fixed to the output shaft 22 and an inclined straight line L2which passes a point of intersection between the vertical line Y7indicative of the rotating speed of the seventh rotary element RE7 (S2)and the horizontal line X1, and a point of intersection between thevertical line Y4 indicative of the rotating speed of the fourth rotaryelement RE4 (S3) and the horizontal line X3. Similarly, the rotatingspeed of the output shaft 22 in a high-gear position in the form of theeighth-speed position established by the engaging actions of the firstclutch C1 and second clutch C2 is represented by a point of intersectionbetween a horizontal straight line L8 and the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22. In the low-speed position of the automatictransmission 96, the straight line L2 is pivoted to a position indicatedby a broken line when the straight line L0 is pivoted to a positionindicated by a broken line, so that the point of intersection of thestraight line L2 with the vertical line Y6 is moved, whereby therotating speed of the output shaft 22 is continuously variable. Thus,the power distributing mechanism 96 functions as a continuously-variabletransmission while the automatic transmission 96 connected in series tothe power distributing mechanism 94 functions as a step-variabletransmission having two gear positions consisting of the low-speedposition and the high-speed position, so that the speed of the rotarymotion transmitted to the automatic transmission 96 placed in one of thesecond-speed and eighth-speed positions, namely, the rotating speed ofthe power transmitting member 18 is continuously changed, whereby thespeed ratio of the drive system when the automatic transmission 96 isplaced in one of those gear positions is continuously variable over apredetermined range. Accordingly, the speed ratio of the automatictransmission 96 is continuously variable across the adjacent gearpositions, whereby the overall speed ratio γT of the drive system 92 iscontinuously variable.

The drive system 92 of the present embodiment is also constituted by thepower distributing mechanism 94 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 96 functioning as the step-variable shifting portion orsecond shifting portion, so that the present drive system 92 hasadvantages similar to those of the preceding embodiments.

Embodiment 6

FIG. 27 is a schematic view for explaining an arrangement of a drivesystem 110 according to another embodiment of this invention, and FIG.28 is a table indicating gear positions of the drive system 110, anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, while FIG. 29 is a collinear chart for explaining shiftingoperations of the drive system 110. The present embodiment is differentfrom the embodiment shown in FIGS. 1-3 in that the first clutch C1 isnot provided the present embodiment, and in the manner of establishing areverse-gear position in the present embodiment. The followingdescription of the present embodiment primarily relates to a differencebetween the drive system 110 and the drive system 10.

The drive system 110 includes a power distributing mechanism 16, whichhas a first planetary gear set 24 of single-pinion type having a gearratio ρ1 of about 0.418, for example, and the switching clutch C0 andthe switching brake B0. The drive system 110 further includes anautomatic transmission 112 which has four forward-drive positions andwhich is interposed between and connected in series to the powerdistributing mechanism 16 and the output shaft 22 through the powertransmitting member 18. The automatic transmission 112 includes a secondplanetary gear set 26 of single-pinion type having a gear ratio ρ2 ofabout 0.562, for example, a third planetary gear set 28 of single-piniontype having a gear ratio ρ3 of about 0.425, for example, and a fourthplanetary gear set 30 of single-pinion type having a gear ratio ρ4 ofabout 0.421, for example.

In the automatic transmission 112, the first clutch C1 provided in thedrive system 10 is not provided, so that the third ring gear R3 and thefourth sun gear S4. which are selectively connected to the powertransmitting member 18 through the first clutch C1 in the drive system10, are integrally fixed to the power transmitting member 18. Namely,the automatic transmission 112 is arranged such that the second sun gearS2 and the third sun gear S3 are integrally fixed to each other,selectively connected to the power transmitting member 18 through thesecond clutch C2, and selectively fixed to the transmission casing 12through the first brake B1, and such that the second carrier CA2 isselectively fixed to the transmission casing 12 through the second brakeB2, while the fourth ring gear R4 is selectively fixed to thetransmission casing 12 through the third brake B3. Further, the secondring gear R2, third carrier CA3 and fourth carrier CA4 are integrallyfixed to the output shaft 22, and the third ring gear R3 and fourth sungear S4 are integrally fixed to the power transmitting member 18.

In the drive system 110 constructed as described above, one of afirst-gear position (first-speed position) through a fifth-gear position(fifth-speed position), a reverse-gear position (rear-drive position)and a neural position is selectively established by engaging actions ofa corresponding combination of the frictional coupling devices selectedfrom the above-described switching clutch C0, second clutch C2,switching brake B0, first brake B1, second brake B2 and third brake B3,as indicated in the table of FIG. 28. Those gear positions haverespective speed ratios γ (input shaft speed N_(IN)/output shaft speedN_(OUT)) which change as geometric series. Although the presentembodiment does not use the first clutch C1 provided in the drive system10, the present drive system 110 has the first-speed position throughthe fifth-speed position as in the drive system 10. In the drive system10, the first clutch C1 is engaged to establish the first-speed positionthrough the fifth-speed position, as is apparent from the table of FIG.2. In the present drive system 110, however, the third ring gear R3 andthe fourth sun gear S4 are integrally fixed to the power transmittingmember 18.

As in the drive system 10, the power distributing mechanism 16 isprovided with the switching clutch C0 and brake B0, and can beselectively placed by engagement of the switching clutch C0 or switchingbrake B0, in the fixed-speed-ratio shifting state in which the mechanism16 is operable as a transmission having a single gear position with onespeed ratio or a plurality of gear positions with respective speedratios, as well as in the continuously-variable shifting state in whichthe mechanism 16 is operable as a continuously variable transmission, asdescribed above. In the present drive system 110, therefore, astep-variable transmission is constituted by the automatic transmission112, and the power distributing mechanism 16 which is placed in thefixed-speed-ratio shifting state by engagement of the switching clutchC0 or switching brake B0. Further, a continuously variable transmissionis constituted by the automatic transmission 112, and the powerdistributing mechanism 16 which is placed in the continuously-variableshifting state, with none of the switching clutch C0 and brake B0 beingengaged.

Where the drive system 110 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 3.357, for example, is established by engaging actions of theswitching clutch C0 and third brake B3, and the second-gear positionhaving the speed ratio γ2 of about 2.180, for example, which is lowerthan the speed ratio γ1, is established by engaging actions of theswitching clutch C0 and second brake B2, as indicated in FIG. 28.Further, the third-gear position having the speed ratio γ3 of about1.424, for example, which is lower than the speed ratio γ2, isestablished by engaging actions of the switching clutch C0 and firstbrake B1, and the fourth-gear position having the speed ratio γ4 ofabout 1.000, for example, which is lower than the speed ratio γ3, isestablished by engaging actions of the switching clutch C0 and secondclutch C2, while the fifth-gear position having the speed ratio γ5 ofabout 0.705, for example, which is lower than the speed ratio γ4, isestablished by engaging actions of the second clutch C2 and switchingbrake B0. Further, the neutral position N is established by releasingall of the switching clutch C0, second clutch C2, switching brake B0,first brake B1, second brake B2 and third brake B3.

Where the drive system 110 functions as the continuously-variabletransmission, on the other hand, the switching clutch C0 and theswitching brake B0 are both released, as indicated in FIG. 28, so thatthe power distributing mechanism 16 functions as the continuouslyvariable transmission, while the automatic transmission 112 connected inseries to the power distributing mechanism 16 functions as thestep-variable transmission, whereby the speed of the rotary motiontransmitted to the automatic transmission 112 placed in one of thefirst-gear, second-gear, third-gear and fourth-gear positions, namely,the rotating speed of the power transmitting member 18 is continuouslychanged, so that the speed ratio of the drive system when the automatictransmission 112 is placed in one of those gear positions iscontinuously variable over a predetermined range. Accordingly, the speedratio of the automatic transmission 112 is continuously variable acrossthe adjacent gear positions, whereby the overall speed ratio γT of thedrive system 110 is continuously variable.

In the embodiment shown in FIGS. 1-3, the reverse-gear position isestablished by engaging the second clutch C2 and third brake B3, andreleasing the first clutch C1 to prevent transmission of the rotarymotion of the power transmitting member 18 to the output shaft 22 due tothe engagement of the second clutch C2, which causes the rotary elementsof the automatic transmission 20 to be rotated as a unit as in thefourth-gear and fifth-gear positions. In the present embodiment, areverse-gear or rear-drive position is established by reversing thedirection of rotation of the power transmitting member 18 as transmittedto the automatic transmission 112, with respect to the direction ofrotation in the first-gear through fifth-gear positions, withoutreversal of the rotating direction of the power transmitting member 18within the automatic transmission 112. Namely, the present embodimentdoes not use the first clutch C1 in the automatic transmission 112, toestablish the reverse-gear or rear-drive positions.

Described in detail, during an operation of the engine 8, for example,the power distributing mechanism 16 operating as the continuouslyvariable transmission functions to reverse the direction of rotation ofthe power transmitting member 18 with respect to the operating directionof the engine 8, so that a rotary motion of the power transmittingmember 18 in the reverse direction is transmitted to the automatictransmission 112. By engaging the third brake B3, a rear-drive positionin the form of a first reverse-gear position having a desired speedratio λR1 is established. The speed ratio λR1 may usually be set to beabout 3.209 as in the drive system 10 shown in FIGS. 1-3, but may bechanged by changing the rotating speed of the power transmitting member18 in the reverse direction, depending upon the vehicle runningcondition, for instance, whether the roadway is flat, uphill, ordeteriorated of its surface condition. The speed ratio λR1 of thereverse-drive position can be made higher than the speed ratio λ1 of thefirst-gear position, by lowering the absolute value of the negativerotating speed of the power transmitting member 18.

A second reverse-gear position may be provided in place of, or inaddition to the first reverse-gear position indicated above. This secondreverse-gear position is established by engaging the second clutch C2while rotary motion of the power transmitting member 18 in the reversedirection is transmitted to the automatic transmission 112. In thissecond reverse-gear position, the rotary elements of the automatictransmission 112 are rotated as a unit, so that the rotary motion of thepower transmitting member 18 in the reverse direction is transmitted tothe output shaft 22. The second reverse-gear position has a desiredspeed ratio λR2.

The collinear chart of FIG. 29 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 110, which is constituted by thepower distributing mechanism 16 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 112 functioning as the step-variable shifting portion orsecond shifting portion. The rotating speeds of the individual rotaryelements when the switching clutch C0 and the switching brake B0 are inthe released state, and those when the switching clutch C0 or brake B0is in the engaged state, have been described above. The arrangements ofthe fourth rotary element RE4 through the eighth rotary elements RE8 ofthe automatic transmission 112 are the same as those of the automatictransmission 20.

In the automatic transmission 112, the fourth rotary element RE4 isselectively connected to the power transmitting member 18 through thesecond clutch C2, and selectively fixed to the transmission casing 12through the first brake B1, and the fifth rotary element RE5 isselectively fixed to the transmission casing 12 through the second brakeB2, while the sixth rotary element RE6 is selectively fixed to thetransmission casing 12 through the third brake B3. Further, the seventhrotary element RE7 is fixed to the output shaft 22, and the eighthrotary element RE8 is fixed to the power transmitting member 18.

As shown in the collinear chart of FIG. 29, the automatic transmission112 is placed in the first-speed position when the third clutch C3 isengaged. The rotating speed of the output shaft 22 in the first-speedposition is represented by a point of intersection between the verticalline Y7 indicative of the rotating speed of the seventh rotary elementRE7 fixed to the output shaft 22 and an inclined straight line L1 whichpasses a point of intersection between the vertical line Y8 indicativeof the rotating speed of the eighth rotary element RE8 and thehorizontal line X2, and a point of intersection between the verticalline Y6 indicative of the rotating speed of the sixth rotary element RE6and the horizontal line X1. Similarly, the rotating speed of the outputshaft 22 in the second-speed position established by the engagingactions of the second brake B2 is represented by a point of intersectionbetween an inclined straight line L2 determined by those engagingactions and the vertical line Y7 indicative of the rotating speed of theseventh rotary element RE7 fixed to the output shaft 22. The rotatingspeed of the output shaft 22 in the third-speed position established bythe engaging actions of the first brake B1 is represented by a point ofintersection between an inclined straight line L3 determined by thoseengaging actions and the vertical line Y7 indicative of the rotatingspeed of the seventh rotary element RE7 fixed to the output shaft 22.The rotating speed of the output shaft 22 in the fourth-speed positionestablished by the engaging actions of the second brake C2 isrepresented by a point of intersection between an inclined straight lineL4 determined by those engaging actions and the vertical line Y7indicative of the rotating speed of the seventh rotary element RE7 fixedto the output shaft 22. In the first-speed through fourth-speedpositions in which the switching clutch C0 is engaged, the rotary motionof the power distributing mechanism 16 at the same speed as the enginespeed N_(E) is transmitted to the eighth rotary element RE8. When theswitching brake B0 is engaged in place of the switching clutch C0, therotary motion of the power distributing mechanism 16 at a speed higherthan the engine speed N_(E) is transmitted to the eighth rotary element.The rotating speed of the output shaft 22 in the fifth speed positionestablished by the engaging actions of the second clutch C2 andswitching brake B0 is represented by a point of intersection between ahorizontal straight line L5 determined by those engaging actions and thevertical line Y7 indicative of the rotating speed of the seventh rotaryelement RE7 fixed to the output shaft 22.

When the switching clutch C0 and the switching brake B0 are bothreleased, the rotary motion of the power distributing mechanism 16transmitted to the eighth rotary element RE8 is continuously variablewith respect to the engine speed N_(E). When the direction of the rotarymotion to be transmitted to the eighth rotary element RE8 is reversed,in this state, by the power distributing mechanism 16 with respect tothe operating direction of the engine 8, as indicated by a straight lineL0R1, the rotating speed of the output shaft 22 in the firstreverse-gear position having a speed ratio Rev1 established by theengaging action of the third brake B3 is represented by a point ofintersection between an inclined straight line LR1 determined by thatengaging action and the vertical line Y7 indicative of the rotatingspeed of the seventh rotary element RE7 fixed to the output shaft 22.When the direction of the rotary motion to be transmitted to the eighthrotary element RE8 is reversed with respect to the operating directionof the engine 8, as indicated by a straight line L0R2, while the powerdistributing mechanism 16 is placed in the continuously-variableshifting state, the rotating speed of the output shaft 22 in the secondreverse-gear position having a speed ratio Rev2 established by theengaging action of the second clutch C2 is represented by a point ofintersection of a horizontal straight line LR2 determined by thatengaging action and the vertical line Y7 indicative of the rotatingdirection of the seventh rotary element RE7 fixed to the output shaft22.

In the present embodiment, too, the drive system 110 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 112 functioning as the step-variable shiftingportion or second shifting portion, so that the present drive system 110has advantages similar to those of the preceding embodiments. Thepresent embodiment has a further advantage that the drive system 110 issmall-sized and has a reduced axial dimension, owing to the eliminationof the first clutch C1 provided in the embodiment shown in FIGS. 1-3.

The drive system 110 of the present embodiment is further arranged suchthat the direction of the rotary motion of the power transmitting member18 transmitted to the automatic transmission 112 in the rear-driveposition is reversed with respect to that in the first-gear throughfifth-gear positions. Accordingly, the automatic transmission 112 is notrequired to be provided with coupling devices or gear devices forreversing the direction of rotation of the output shaft 22 with respectto that of the input rotary motion, for establishing the reverse-gearposition for the rotary motion of the output shaft 22 in the directionopposite to that in the forward-drive positions. Thus, the rear-driveposition can be established in the absence of the first clutch C1 in theautomatic transmission, so that the drive system can be small-sized.Further, in the rear-drive position, the speed of the output rotarymotion of the automatic transmission 112 is made lower than or equal tothat of the input rotary motion received from the power distributingmechanism 16 the speed ratio of which is continuously variable in theengaged state of the third brake B3 or second clutch C2. Accordingly,the rear-drive position has a desired speed ratio λR, which may behigher than that of the first-gear position.

Embodiment 7

FIG. 30 is a schematic view for explaining an arrangement of a drivesystem 120 according to another embodiment of this invention, and FIG.31 is a table indicating gear positions of the drive system 120, anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, while FIG. 32 is a collinear chart for explaining shiftingoperations of the drive system 120. The present embodiment is differentfrom the embodiment shown in FIGS. 1-3, primarily in that the powerdistributing mechanism 16 and the automatic transmission 20 are notdisposed coaxially with each other in the present embodiment. Thefollowing description of the present embodiment primarily relates to adifference between the drive system 120 and the drive system 10.

The drive system 120 shown in FIG. 30 is provided, within a casing 12attached to the vehicle body, with: an input shaft 14 disposed rotatablyabout a first axis 14 c; the power distributing mechanism 16 mounted onthe input shaft 14 directly, or indirectly through a pulsation absorbingdamper (vibration damping device); the automatic transmission 20disposed rotatably about a second axis 32 c parallel to the first axis14 c; an output rotary member in the form of a differential drive gear32 connected to the automatic transmission 20; and a power transmittingmember in the form of a counter gear pair CG which connects the powerdistributing mechanism 16 and the automatic transmission 20, so as totransmit a drive force therebetween. This drive system 120 is suitablyused on a transverse FF (front-engine, front-drive) vehicle or atransverse RR (rear-engine, rear-drive) vehicle, and is disposed betweena drive power source in the form of an engine 8 and a pair of drivewheels 38. The drive force is transmitted from the differential drivegear 32 to the pair of drive wheels 38, through a differential gear 34meshing with the differential drive gear 32, a differential gear device36, a pair of drive axles 37, etc.

The counter gear pair CG indicated above consists of a counter drivegear CG1 disposed rotatably on the first axis 14 c and coaxially withthe power distributing mechanism 16 and fixed to a first ring gear R1,and a counter driven gear CG2 disposed rotatably on the second axis 32 cand coaxially with the automatic transmission 20 and connected to theautomatic transmission 20 through a first clutch C1 and a second clutchC2. The counter drive gear CG1 and the counter driven gear CG2 serve asa pair of members in the form of a pair of gears which are held inmeshing engagement with each other. Since the speed reduction ratio ofthe counter gear pair CG (rotating speed of the counter drive gearCG1/rotating speed of the counter driven gear CG2) is about 1.000, thecounter gear pair CG functionally corresponds to the power transmittingmember 18 in the embodiment shown in FIGS. 1-3, which connects the powerdistributing mechanism 16 and the automatic transmission 20. That is,the counter drive gear CG1 corresponds to a power transmitting memberwhich constitutes a part of the power transmitting member 18 on the sideof the first axis 14 c, while the counter driven gear CG2 corresponds toa power transmitting member which constitutes another part of the powertransmitting member 18 on the side of the second axis 32 c.

Referring to FIG. 30, the individual elements of the drive system 120will be described. The counter gear pair CG is disposed adjacent to oneend of the power distributing mechanism 16 which remote from the engine8. In other words, the power distributing mechanism 16 is interposedbetween the engine 8 and the counter gear pair CG, and located adjacentto the counter gear pair CG. A second electric motor M2 is disposed onthe first axis 14 c, between a first planetary gear set 24 and thecounter gear pair CG, such that the second electric motor M2 is fixed tothe counter drive gear CG1. The differential drive gear 32 is disposedadjacent to one end of the automatic transmission 20 which is remotefrom the counter gear pair CG, that is, on the side of the engine 8. Inother words, the automatic transmission 20 is interposed between thecounter gear pair CG and the differential drive gear 32 (engine 8), andlocated adjacent to the counter gear pair CG. Between the counter gearpair CG and the differential drive gear 32, a second planetary gear set26, a third planetary gear set 28 and a fourth planetary gear set 30 aredisposed in the order of description, in the direction from the countergear pair CG toward the differential drive gear 32. The first clutch C1and the second clutch C2 are disposed between the counter gear pair CGand the second planetary gear set 26.

The present embodiment is different from the embodiment shown in FIGS.1-3, only in that the counter gear pair CG replaces the powertransmitting member 18 connecting the power distributing mechanism 16and the automatic transmission 20, and is identical with the embodimentof FIGS. 1-3 in the arrangements of the power distributing mechanism 16and automatic transmission 20. Accordingly, the table of FIG. 31 and thecollinear chart of FIG. 32 are the same as the table of FIG. 2 and thecollinear chart of FIG. 3, respectively.

In the present embodiment, too, the drive system 120 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 20 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 120 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 1-3, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission20 are not disposed coaxially with each other, so that the requireddimension of the drive system 120 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 120 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 20 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 8

FIG. 33 is a schematic view for explaining an arrangement of a drivesystem 130 according to another embodiment of this invention. Thisembodiment is different from the embodiment shown in FIGS. 30-32, in theposition of the second electric motor M2. Referring to FIG. 33, thepositional arrangement of the second electric motor M2 will bedescribed. The second electric motor M2 is located between an assemblyof the first and second clutches C1, C2 and the counter gear pair CG,and disposed on the second axis 32 c, and adjacent to the counter gearpair CG, such that the second electric motor M2 is fixed to the counterdriven gear CG2 serving as the power transmitting member on the side ofthe second axis 32 c. The arrangements of the power distributingmechanism 16 and the automatic transmission 20 are identical with thoseof the embodiment of FIGS. 30-32. Accordingly, the table of FIG. 31 andthe collinear chart of FIG. 32 apply to the present embodiment of FIG.33.

In the present embodiment, too, the drive system 130 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 20 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 130 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 1-3, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission20 are not disposed coaxially with each other, so that the requireddimension of the drive system 130 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 130 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 20 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 9

FIG. 34 is a schematic view for explaining an arrangement of a drivesystem 140 according to another embodiment of this invention. Thisembodiment is different from the embodiment shown in FIGS. 30-32, in thepositions of the second electric motor M2 and the first and secondclutches C1, C2. Referring to FIG. 34, the positional arrangements ofthe second electric motor M2 and the clutches C1, C2 will be described.The second electric motor M2 is located on one side of the counter gearpair CG which is remote from the first planetary gear set 24, anddisposed on the first axis 14 c, and adjacent to the counter gear pairCG, such that the second electric motor M2 is fixed to the counter drivegear CG1 serving as the power transmitting member on the side of thefirst axis 14 c. The first clutch C1 and the second clutch C2 arelocated on one side of the counter gear pair CG which is remote from thesecond planetary gear set 26, and disposed on the second axis 32 c, andadjacent to the counter gear pair CG. The arrangements of the powerdistributing mechanism 16 and the automatic transmission 20 areidentical with those of the embodiment shown in FIGS. 30-32.Accordingly, the table of FIG. 31 and the collinear chart of FIG. 32apply to the present embodiment of FIG. 34.

In the present embodiment, too, the drive system 140 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 20 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 140 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 1-3, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission20 are not disposed coaxially with each other, so that the requireddimension of the drive system 140 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. Further, the required axialdimension of the second axis 32 c can be reduced owing to thearrangement in which the second electric motor M2 is disposed on thefirst axis 13 c.

Embodiment 10

FIG. 35 is a schematic view for explaining an arrangement of a drivesystem 150 according to another embodiment of this invention, and

FIG. 36 is a table indicating gear positions of the drive system 150,and different combinations of engaged states of the hydraulicallyoperated frictional coupling devices for respectively establishing thosegear positions, while FIG. 37 is a collinear chart for explainingshifting operations of the drive system 150. The present embodiment isdifferent from the embodiment shown in FIGS. 27-29, primarily in thatthe power distributing mechanism 16 and the automatic transmission 20are not disposed coaxially with each other in the present embodiment,and is different from the embodiment shown in FIGS. 30-32, in that thefirst clutch C1 is not provided in the present embodiment, and in themanner of establishing a reverse-gear position in the presentembodiment.

The present embodiment is different from the embodiment shown in FIGS.27-29, only in that the counter gear pair CG replaces the powertransmitting member 18 connecting the power distributing mechanism 16and the automatic transmission 112, and is identical with the embodimentshown in FIGS. 1-3 in the arrangements of the power distributingmechanism 16 and automatic transmission 20, including the means forestablishing the reverse-gear positions. Accordingly, the table of FIG.36 and the collinear chart of FIG. 37 are the same as the table of FIG.28 and the collinear chart of FIG. 29, respectively. Further, thearrangement of the drive system 150 shown in FIG. 35 and the arrangementof the counter gear pair CG (corresponding to the power transmittingmember 18 of FIG. 27) are identical with those of the embodiment shownFIG. 30, except for the elimination of the first clutch C1.

In the present embodiment, too, the drive system 150 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 112 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 150 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 27-29, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission112 are not disposed coaxially with each other, so that the requireddimension of the drive system 150 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 150 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 112 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 11

FIG. 38 is a schematic view for explaining an arrangement of a drivesystem 160 according to another embodiment of this invention. Thisembodiment is different from the embodiment shown in FIGS. 35-37, in thepositions of the second electric motor M2 and the second clutch C2.Referring to FIG. 38, the positional arrangements of the second electricmotor M2 and the second clutch C2 will be described. The second electricmotor M2 is located on one side of the counter gear pair CG which isremote from the first planetary gear set 24, and disposed on the firstaxis 14 c, and adjacent to the counter gear pair CG, such that thesecond electric motor M2 is fixed to the counter drive gear CG1 servingas the power transmitting member on the side of the first axis 14 c. Thesecond clutch C2 is located on one side of the counter gear pair CGwhich is remote from the second planetary gear set 26, and disposed onthe second axis 32 c, and adjacent to the counter gear pair CG. Thearrangements of the power distributing mechanism 16 and the automatictransmission 112 are identical with those of the embodiment shown inFIGS. 35-37. Accordingly, the table of FIG. 36 and the collinear chartof FIG. 37 apply to the present embodiment of FIG. 38.

In the present embodiment, too, the drive system 160 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 112 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 160 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 27-29, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission112 are not disposed coaxially with each other, so that the requireddimension of the drive system 160 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. Further, the required axialdimension of the second axis 32 c can be reduced owing to thearrangement in which the second electric motor M2 is disposed on thefirst axis 13 c.

Embodiment 12

FIG. 39 is a schematic view for explaining an arrangement of a drivesystem 170 according to another embodiment of this invention, and FIG.40 is a table indicating gear positions of the drive system 170, anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, while FIG. 41 is a collinear chart for explaining shiftingoperation of the drive system 170. The present embodiment is differentfrom the embodiment shown in FIGS. 14-16 in that the first clutch C1 isnot provided the present embodiment, and in the manner of establishing areverse-gear position in the present embodiment. The followingdescription of the present embodiment primarily relates to a differencebetween the drive system 170 and the drive system 70.

Like the drive system 70, the drive system 170 includes the powerdistributing mechanism 16, which has the first planetary gear set 24 ofsingle-pinion type having a gear ratio ρ1 of about 0.418, for example,and the switching clutch C0 and the switching brake B0. The drive system170 further includes an automatic transmission 172 which has threeforward-drive positions and which is interposed between and connected inseries to the power distributing mechanism 16 and the output shaft 22through the power transmitting member 18. The automatic transmission 172includes a single-pinion type second planetary gear set 26 having a gearratio ρ2 of about 0.532, for example, and a single-pinion type thirdplanetary gear set 28 having a gear ratio ρ3 of about 0.418, forexample.

In the automatic transmission 170, the first clutch C1 provided in thedrive system 70 is not provided, so that the second ring gear R2, whichis selectively connected to the power transmitting member 18 through thefirst clutch C1 in the drive system 70, is integrally fixed to the powertransmitting member 18. Namely, the automatic transmission 172 isarranged such that the second sun gear S2 of the second planetary gearset 26 and the third sun gear S3 of the third planetary gear set 28 areintegrally fixed to each other, selectively connected to the powertransmitting member 18 through the second clutch C2, and selectivelyfixed to the transmission casing 12 through the first brake B1, and suchthat the second carrier CA2 of the second planetary gear set 24 and thethird ring gear R3 of the third planetary gear set 28 are integrallyfixed to each other and to the output shaft 22. Further, the second ringgear R2 is fixed to the power transmitting member 18, and the thirdcarrier CA3 is selectively fixed to the transmission casing 12 throughthe second brake B2.

In the drive system 170 constructed as described above, one of afirst-gear position (first-speed position) through a fourth-gearposition (fourth-speed position), a reverse-gear position (rear-driveposition) and a neural position is selectively established by engagingactions of a corresponding combination of the frictional couplingdevices selected from the above-described switching clutch C0, secondclutch C2, switching brake B0, first brake B1 and second brake B2, asindicated in the table of FIG. 40. Those gear positions have respectivespeed ratios γ (input shaft speed N_(IN)/output shaft speed N_(OUT))which change as geometric series. Although the present embodiment doesnot use the first clutch C1 provided in the drive system 70, the presentdrive system 170 has the first-speed position through the fourth-speedposition as in the drive system 70. In the drive system 70, the firstclutch C1 is engaged to establish the first-speed position through thefourth-speed position, as is apparent from the table of FIG. 15. In thepresent drive system 170, however, the second ring gear R2 is integrallyfixed to the power transmitting member 18.

As in the drive system 70, the power distributing mechanism 16 isprovided with the switching clutch C0 and brake B0, and can beselectively placed by engagement of the switching clutch C0 or switchingbrake B0, in the fixed-speed-ratio shifting state in which the mechanism16 is operable as a transmission having a single gear position with onespeed ratio or a plurality of gear positions with respective speedratios, as well as in the continuously-variable shifting state in whichthe mechanism 16 is operable as a continuously variable transmission, asdescribed above. In the present drive system 170, therefore, astep-variable transmission is constituted by the automatic transmission112, and the power distributing mechanism 16 which is placed in thefixed-speed-ratio shifting state by engagement of the switching clutchC0 or switching brake B0. Further, a continuously variable transmissionis constituted by the automatic transmission 112, and the powerdistributing mechanism 16 which is placed in the continuously-variableshifting state, with none of the switching clutch C0 and brake B0 beingengaged.

Where the drive system 170 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 2.804, for example, is established by engaging actions of theswitching clutch C0 and second brake B3, and the second-gear positionhaving the speed ratio γ2 of about 1.531, for example, which is lowerthan the speed ratio γ1, is established by engaging actions of theswitching clutch C0 and first brake B1, as indicated in FIG. 39.Further, the third-gear position having the speed ratio γ3 of about1.000, for example, which is lower than the speed ratio γ2, isestablished by engaging actions of the switching clutch C0 and secondclutch C2, and the fourth-gear position having the speed ratio γ4 ofabout 0.705, for example, which is lower than the speed ratio γ3, isestablished by engaging actions of the second clutch C1 and switchingbrake B0. Further, the neutral position N is established by releasingall of the switching clutch C0, second clutch C2, switching brake B0,first brake B1 and second brake B2.

Where the drive system 170 functions as the continuously-variabletransmission, on the other hand, the switching clutch C0 and theswitching brake B0 are both released, as indicated in FIG. 40, so thatthe power distributing mechanism 16 functions as the continuouslyvariable transmission, while the automatic transmission 172 connected inseries to the power distributing mechanism 16 functions as thestep-variable transmission, whereby the speed of the rotary motiontransmitted to the automatic transmission 112 placed in one of thefirst-gear, second-gear and third-gear positions, namely, the rotatingspeed of the power transmitting member 18 is continuously changed, sothat the speed ratio of the drive system when the automatic transmission172 is placed in one of those gear positions is continuously variableover a predetermined range. Accordingly, the speed ratio of theautomatic transmission 172 is continuously variable across the adjacentgear positions, whereby the overall speed ratio γT of the drive system170 is continuously variable.

In the embodiment shown FIGS. 14-16, the reverse-gear position isestablished by engaging the second clutch C2 and second brake B2, andreleasing the second clutch C2 to prevent transmission of the rotarymotion of the power transmitting member 18 to the output shaft 22 due tothe engagement of the second clutch C2, which causes the rotary elementsof the automatic transmission 72 to be rotated as a unit as in thethird-gear and fourth-gear positions. In the present embodiment, areverse-gear or rear-drive position is established by reversing thedirection of rotation of the power transmitting member 18 as transmittedto the automatic transmission 112, with respect to the direction ofrotation in the first-gear through fourth-gear positions, withoutreversal of the rotating direction of the power transmitting member 18within the automatic transmission 172. Namely, the present embodimentdoes not use the first clutch C1 in the automatic transmission 172, toestablish the reverse-gear or rear-drive positions.

Described in detail, during an operation of the engine 8, for example,the power distributing mechanism 16 operating as the continuouslyvariable transmission functions to reverse the direction of rotation ofthe power transmitting member 18 with respect to the operating directionof the engine 8, so that a rotary motion of the power transmittingmember 18 in the reverse direction is transmitted to the automatictransmission 172. By engaging the second brake B2, a rear-drive positionin the form of a first reverse-gear position having a desired speedratio λR1 is established. The speed ratio λR1 may usually be set to beabout 2.393 as in the drive system 70 shown in FIGS. 14-16, but may bechanged by changing the rotating speed of the power transmitting member18 in the reverse direction, depending upon the vehicle runningcondition, for instance, whether the roadway is flat, uphill, ordeteriorated of its surface condition. The speed ratio λR1 of thereverse-drive position can be made higher than the speed ratio λ1 of thefirst-gear position, by lowering the absolute value of the negativerotating speed of the power transmitting member 18.

A second reverse-gear position may be provided in place of, or inaddition to the first reverse-gear position indicated above. This secondreverse-gear position is established by engaging the second clutch C2while rotary motion of the power transmitting member 18 in the reversedirection is transmitted to the automatic transmission 172. In thissecond reverse-gear position, the rotary elements of the automatictransmission 172 are rotated as a unit, so that the rotary motion of thepower transmitting member 18 in the reverse direction is transmitted tothe output shaft 22. The second reverse-gear position has a desiredspeed ratio λR2.

The collinear chart of FIG. 41 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 170, which is constituted by thepower distributing mechanism 16 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 172 functioning as the step-variable shifting portion orsecond shifting portion. The rotating speeds of the individual rotaryelements when the switching clutch C0 and the switching brake B0 are inthe released state, and those when the switching clutch C0 or brake B0is in the engaged state, have been described above. The arrangements ofthe fourth rotary element RE4 through the seventh rotary elements RE7 ofthe automatic transmission 172 are the same as those of the automatictransmission 72.

In the automatic transmission 172, the fourth rotary element RE4 isselectively connected to the power transmitting member 18 through thesecond clutch C2, and selectively fixed to the transmission casing 12through the first brake B1, and the fifth rotary element RE5 isselectively fixed to the transmission casing 12 through the second brakeB2. Further, the sixth rotary element RE6 is fixed to the output shaft22, and the seventh rotary element RE7 is fixed to the powertransmitting member 18.

As shown in the collinear chart of FIG. 41, the automatic transmission172 is placed in the first-speed position when the second brake B2 isengaged. The rotating speed of the output shaft 22 in the first-speedposition is represented by a point of intersection between the verticalline Y6 indicative of the rotating speed of the sixth rotary element RE6fixed to the output shaft 22 and an inclined straight line L1 whichpasses a point of intersection between the vertical line Y7 indicativeof the rotating speed of the seventh rotary element RE7 and thehorizontal line X2, and a point of intersection between the verticalline Y5 indicative of the rotating speed of the fifth rotary element RE5and the horizontal line X1. Similarly, the rotating speed of the outputshaft 22 in the second-speed position established by the engagingactions of the first brake B1 is represented by a point of intersectionbetween an inclined straight line L2 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 fixed to the output shaft 22. The rotatingspeed of the output shaft 22 in the third-speed position established bythe engaging actions of the second clutch C2 is represented by a pointof intersection between an inclined straight line L3 determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22. Inthe first-speed through third-speed positions in which the switchingclutch C0 is engaged, the rotary motion of the power distributingmechanism 16 at the same speed as the engine speed N_(E) is transmittedto the seventh rotary element RE7. When the switching brake B0 isengaged in place of the switching clutch C0, the rotary motion of thepower distributing mechanism 16 at a speed higher than the engine speedN_(E) is transmitted to the seventh rotary element. The rotating speedof the output shaft 22 in the fourth-speed position established by theengaging actions of the second clutch C2 and switching brake B0 isrepresented by a point of intersection between a horizontal straightline L4 determined by those engaging actions and the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22.

When the switching clutch C0 and the switching brake B0 are bothreleased, the rotary motion of the power distributing mechanism 16transmitted to the seventh rotary element RE7 is continuously variablewith respect to the engine speed N_(E). When the direction of the rotarymotion to be transmitted to the seventh rotary element RE7 is reversed,in this state, by the power distributing mechanism 16 with respect tothe operating direction of the engine 8, as indicated by a straight lineL0R1, the rotating speed of the output shaft 22 in the firstreverse-gear position having a speed ratio Rev1 established by theengaging action of the second brake B2 is represented by a point ofintersection between an inclined straight line LR1 determined by thatengaging action and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22. Whenthe direction of the rotary motion to be transmitted to the seventhrotary element RE7 is reversed with respect to the operating directionof the engine 8, as indicated by a straight line L0R2, while the powerdistributing mechanism 16 is placed in the continuously-variableshifting state, the rotating speed of the output shaft 22 in the secondreverse-gear position having a speed ratio Rev 2 established by theengaging action of the second clutch C2 is represented by a point ofintersection of a horizontal straight line LR2 determined by thatengaging action and the vertical line Y6 indicative of the rotatingdirection of the sixth rotary element RE6 fixed to the output shaft 22.

In the present embodiment, too, the drive system 170 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 172 functioning as the step-variable shiftingportion or second shifting portion, so that the present drive system 170has advantages similar to those of the preceding embodiments. Thepresent embodiment has a further advantage that the drive system 170 issmall-sized and has a reduced axial dimension, owing to the eliminationof the first clutch C1 provided in the embodiment shown in FIGS. 14-16.

The drive system 170 of the present embodiment is further arranged suchthat the direction of the rotary motion of the power transmitting member18 transmitted to the automatic transmission 172 in the rear-driveposition is reversed with respect to that in the first-gear throughfourth-gear positions. Accordingly, the automatic transmission 172 isnot required to be provided with coupling devices or gear devices forreversing the direction of rotation of the output shaft 22 with respectto that of the input rotary motion, for establishing the reverse-gearposition for the rotary motion of the output shaft 22 in the directionopposite to that in the forward-drive positions. Thus, the rear-driveposition can be established in the absence of the first clutch C1 in theautomatic transmission, so that the drive system can be small-sized.Further, in the rear-drive position, the speed of the output rotarymotion of the automatic transmission 172 is made lower than or equal tothat of the input rotary motion received from the power distributingmechanism 16 the speed ratio of which is continuously variable in theengaged state of the second brake B2 or second clutch C2. Accordingly,the rear-drive position has a desired speed ratio λR, which may behigher than that of the first-gear position.

Embodiment 13

FIG. 42 is a schematic view for explaining an arrangement of a drivesystem 180 according to another embodiment of this invention, and FIG.43 is a table indicating gear positions of the drive system 180, anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, while FIG. 43 is a collinear chart for explaining shiftingoperations of the drive system 180. The present embodiment is differentfrom the embodiment shown in FIGS. 14-16, primarily in that the powerdistributing mechanism 16 and the automatic transmission 72 are notdisposed coaxially with each other in the present embodiment. Thefollowing description of the present embodiment primarily relates to adifference between the drive system 180 and the drive system 70.

The drive system 180 shown in FIG. 42 is provided, within a casing 12attached to the vehicle body, with: an input shaft 14 disposed rotatablyabout a first axis 14 c; the power distributing mechanism 16 mounted onthe input shaft 14 directly, or indirectly through a pulsation absorbingdamper (vibration damping device); the automatic transmission 72disposed rotatably about a second axis 32 c parallel to the first axis14 c; an output rotary member in the form of a differential drive gear32 connected to the automatic transmission 72; and a power transmittingmember in the form of a counter gear pair CG which connects the powerdistributing mechanism 16 and the automatic transmission 72, so as totransmit a drive force therebetween. This drive system 180 is suitablyused on a transverse FF (front-engine, front-drive) vehicle or atransverse RR (rear-engine, rear-drive) vehicle, and is disposed betweena drive power source in the form of an engine 8 and a pair of drivewheels 38. The drive force is transmitted from the differential drivegear 32 to the pair of drive wheels 38, through a differential gear 34meshing with the differential drive gear 32, a differential gear device36, a pair of drive axles 37, etc.

The counter gear pair CG indicated above consists of a counter drivegear CG1 disposed rotatably on the first axis 14 c and coaxially withthe power distributing mechanism 16 and fixed to a first ring gear R1,and a counter driven gear CG2 disposed rotatably on the second axis 32 cand coaxially with the automatic transmission 20 and connected to theautomatic transmission 20 through a first clutch C1 and a second clutchC2. The counter drive gear CG1 and the counter driven gear CG2 serve asa pair of members in the form of a pair of gears which are held inmeshing engagement with each other. Since the speed reduction ratio ofthe counter gear pair CG (rotating speed of the counter drive gearCG1/rotating speed of the counter driven gear CG2) is about 1.000, thecounter gear pair CG functionally corresponds to the power transmittingmember 18 in the embodiment shown in FIGS. 14-16, which connects thepower distributing mechanism 16 and the automatic transmission 72. Thatis, the counter drive gear CG1 corresponds to a power transmittingmember which constitutes a part of the power transmitting member 18 onthe side of the first axis 14 c, while the counter driven gear CG2corresponds to a power transmitting member which constitutes anotherpart of the power transmitting member 18 on the side of the second axis32 c.

Referring to FIG. 42, the individual elements of the drive system 180will be described. The counter gear pair CG is disposed adjacent to oneend of the power distributing mechanism 16 which remote from the engine8. In other words, the power distributing mechanism 16 is interposedbetween the engine 8 and the counter gear pair CG, and located adjacentto the counter gear pair CG. A second electric motor M2 is disposed onthe first axis 14 c, between a first planetary gear set 24 and thecounter gear pair CG, such that the second electric motor M2 is fixed tothe counter drive gear CG1. The differential drive gear 32 is disposedadjacent to one end of the automatic transmission 72 which is remotefrom the counter gear pair CG, that is, on the side of the engine 8. Inother words, the automatic transmission 72 is interposed between thecounter gear pair CG and the differential drive gear 32 (engine 8), andlocated adjacent to the counter gear pair CG. Between the counter gearpair CG and the differential drive gear 32, a second planetary gear set26 and a third planetary gear set 28 are disposed in the order ofdescription, in the direction from the counter gear pair CG toward thedifferential drive gear 32. The first clutch C1 and the second clutch C2are disposed between the counter gear pair CG and the second planetarygear set 26.

The present embodiment is different from the embodiment shown in FIGS.14-16, only in that the counter gear pair CG replaces the powertransmitting member 18 connecting the power distributing mechanism 16and the automatic transmission 72, and is identical with the embodimentshown in FIGS. 14-16 in the arrangements of the power distributingmechanism 16 and automatic transmission 72. Accordingly, the table ofFIG. 43 and the collinear chart of FIG. 44 are the same as the table ofFIG. 15 and the collinear chart of FIG. 16, respectively.

In the present embodiment, too, the drive system 180 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 72 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 180 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 14-16, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission72 are not disposed coaxially with each other, so that the requireddimension of the drive system 180 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 180 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 72 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 14

FIG. 45 is a schematic view for explaining an arrangement of a drivesystem 190 according to another embodiment of this invention. Thisembodiment is different from the embodiment shown in FIGS. 42-44, in theposition of the second electric motor M2. Referring to FIG. 45, thepositional arrangement of the second electric motor M2 will bedescribed. The second electric motor M2 is located between an assemblyof the first and second clutches C1, C2 and the counter gear pair CG,and disposed on the second axis 32 c, and adjacent to the counter gearpair CG, such that the second electric motor M2 is fixed to the counterdriven gear CG2 serving as the power transmitting member on the side ofthe second axis 32 c. The arrangements of the power distributingmechanism 16 and the automatic transmission 72 are identical with thoseof the embodiment of FIGS. 42-44. Accordingly, the table of FIG. 43 andthe collinear chart of FIG. 44 apply to the present embodiment shown inFIG. 45.

In the present embodiment, too, the drive system 190 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 72 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 190 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 14-16, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission72 are not disposed coaxially with each other, so that the requireddimension of the drive system 190 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 190 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 72 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 15

FIG. 46 is a schematic view for explaining an arrangement of a drivesystem 200 according to another embodiment of this invention. Thisembodiment is different from the embodiment shown in FIGS. 42-44, in thepositions of the second electric motor M2, first clutch C1 and secondplanetary gear set 26. Referring to FIG. 46, the positional arrangementsof the second electric motor M2, clutch C1 and second planetary gear set26 will be described. The second electric motor M2 is located on oneside of the counter gear pair CG which is remote from the firstplanetary gear set 24, and disposed on the first axis 14 c, and adjacentto the counter gear pair CG, such that the second electric motor M2 isfixed to the counter drive gear CG1 serving as the power transmittingmember on the side of the first axis 14 c. The first clutch C1 and thesecond planetary gear set 26 are located on one side of the counter gearpair CG which is remote from the second clutch C2 and the thirdplanetary gear set 28, and disposed on the second axis 32 c, such thatthe first clutch C1 is located closer to the counter gear pair CG thanthe second planetary gear set 26. The arrangements of the powerdistributing mechanism 16 and the automatic transmission 72 areidentical with those of the embodiment shown in FIGS. 42-44.Accordingly, the table of FIG. 43 and the collinear chart of FIG. 44apply to the present embodiment of FIG. 46.

In the present embodiment, too, the drive system 200 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 72 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 200 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 14-16, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission72 are not disposed coaxially with each other, so that the requireddimension of the drive system 200 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. Further, the required axialdimension of the second axis 32 c can be reduced owing to thearrangement in which the second electric motor M2 is disposed on thefirst axis 13 c.

Embodiment 16

FIG. 47 is a schematic view for explaining an arrangement of a drivesystem 210 according to another embodiment of this invention, and FIG.48 is a table indicating gear positions of the drive system 210, anddifferent combinations of engaged states of the hydraulically operatedfrictional coupling devices for respectively establishing those gearpositions, while FIG. 49 is a collinear chart for explaining shiftingoperations of the drive system 210. The present embodiment is differentfrom the embodiment shown in FIGS. 39-41, primarily in that the powerdistributing mechanism 16 and the automatic transmission 172 are notdisposed coaxially with each other in the present embodiment, and isdifferent from the embodiment shown in FIGS. 42-44, in that the firstclutch C1 is not provided in the present embodiment, and in the mannerof establishing a reverse-gear position in the present embodiment.

The present embodiment is different from the embodiment shown in FIGS.39-42, only in that the counter gear pair CG replaces the powertransmitting member 18 connecting the power distributing mechanism 16and the automatic transmission 172, and is identical with the embodimentshown in FIGS. 39-42 in the arrangements of the power distributingmechanism 16 and automatic transmission 172, including the means forestablishing the reverse-gear positions. Accordingly, the table of FIG.48 and the collinear chart of FIG. 49 are the same as the table of FIG.40 and the collinear chart of FIG. 41, respectively. Further, thearrangement of the drive system 210 shown in FIG. 47 and the arrangementof the counter gear pair CG (corresponding to the power transmittingmember 18 of FIG. 39) are identical with those of the embodiment shownFIG. 42, except for the elimination of the first clutch C1.

In the present embodiment, too, the drive system 210 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 172 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 210 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 39-41, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission172 are not disposed coaxially with each other, so that the requireddimension of the drive system 210 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 210 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 172 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 17

FIG. 50 is a schematic view for explaining an arrangement of a drivesystem 220 according to another embodiment of this invention. Thisembodiment is different from the embodiment shown in FIGS. 47-49, in thepositions of the second electric motor M2 and second planetary gear set26. Referring to FIG. 50, the positional arrangements of the secondelectric motor M2 and second planetary gear set 26 will be described.The second electric motor M2 is located on one side of the counter gearpair CG which is remote from the first planetary gear set 24, anddisposed on the first axis 14 c, and adjacent to the counter gear pairCG, such that the second electric motor M2 is fixed to the counter drivegear CG1 serving as the power transmitting member on the side of thefirst axis 14 c. The second planetary gear set 26 is located on one sideof the counter gear pair CG which is remote from the second clutch C2and the third planetary gear set 28, and disposed adjacent to thecounter gear pair CG. The arrangements of the power distributingmechanism 16 and the automatic transmission 172 are identical with thoseof the embodiment shown in FIGS. 47-49. Accordingly, the table of FIG.48 and the collinear chart of FIG. 49 apply to the present embodiment ofFIG. 50.

In the present embodiment, too, the drive system 220 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 172 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 220 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 39041, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission172 are not disposed coaxially with each other, so that the requireddimension of the drive system 220 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. Further, the required axialdimension of the second axis 32 c can be reduced owing to thearrangement in which the second electric motor M2 is disposed on thefirst axis 13 c.

Embodiment of FIG. 51

FIG. 51 shows a seesaw type switch 44 functioning as a manuallyshifting-state selecting device manually operable to select the shiftingstate of the drive device 10. In the preceding embodiments, the shiftingstate of the drive system 10 is automatically switched on the basis of achange of the vehicle condition and according to the relationship shownin FIG. 8 or FIG. 12 by way of example. However, the shifting state ofthe drive system 10 may be manually switched by a manual operation ofthe seesaw switch 44. Namely, the switching control means 50 may bearranged to selectively place the transmission mechanism 10 in thecontinuously-variable shifting state or the step-variable shiftingstate, depending upon whether the switch 44 is placed in itscontinuously-variable shifting position or step-variable shiftingposition. For instance, the user of the vehicle manually operates theswitch 44 to place the drive system 10 in the continuously-variableshifting state when the user likes the drive system 10 to operate as acontinuously variable transmission or wants to improve the fuel economyof the engine, or alternatively in the step-variable shifting state whenthe user likes a change of the engine speed as a result of a shiftingaction of the drive system 10 operating as a step-variable transmission.The switch 44 may have a neutral position in addition to thecontinuously-variable shifting position and the step-variable shiftingposition. In this case, the switch 44 may be placed in its neutralposition when the user has not selected the desired shifting state orlikes the drive system to be automatically placed in one of thecontinuously-variable and step-variable shifting states.

FIG. 52 is a functional block diagram for explaining major controlfunctions performed by the electronic control device 40 provided inanother embodiment of this invention. In FIG. 52, step-variable controlmeans 152 is arranged to control a shifting action of the transmissionmechanism 10 on the basis of predetermined control variables andaccording to a stored relationship. FIG. 53 illustrates one example ofthe stored relationship in the form of a step-variable-shifting controlmap (shifting boundary line map) 162. Like the step-variable shiftingcontrol means 54 described above, the step-variable shifting controlmeans 152 is arranged to determine whether a shifting action of theautomatic transmission portion 20 should be effected, according to thestep-variable-shifting control map 162 stored in relationship memorymeans 154 and indicated by solid and one-dot chain lines in FIG. 53, andon the basis of the vehicle condition represented by a vehicle speed V,and a vehicle load, that is, an output torque T_(OUT) of the automatictransmission portion 20. In other words, the step-variable shiftingcontrol means 152 determines the gear position to which the automatictransmission portion 20 should be shifted, and commands a shiftingaction of the automatic transmission portion 20 to the determined gearposition. Thus, the present embodiment is arranged to control theshifting operation of the automatic transmission portion as a functionof the vehicle speed V and the vehicle load in the form of the outputtorque T_(OUT). The map shown in FIG. 53 uses the same control variablesas used for defining the continuously-variable shifting region and thestep-variable shifting region.

Like the hybrid control means 52, hybrid control means 156 is arrangedto control the engine 8 to be operated with high efficiency while thetransmission mechanism 10 is placed in the continuously-variableshifting state, that is, while the differential portion 11 is placed inits differential state. The hybrid control means 156 is further arrangedto control the speed ratio γ0 of the differential portion 11 operatingas an electrically controlled continuously variable transmission, so asto establish an optimum proportion of the drive forces produced by theengine 8 and the second electric motor M2, and to optimize a reactionforce generated during generation of an electric energy by the firstelectric motor M1 and/or the second electric motor M2. For instance, thehybrid control means 156 calculates the output as required by thevehicle operator at the present running speed of the vehicle, on thebasis of an operating amount Acc of the accelerator pedal and thevehicle speed V, and calculate a required vehicle drive force on thebasis of the calculated required output and a required amount ofgeneration of the electric energy. On the basis of the calculatedrequired vehicle drive force, the hybrid control means 156 calculatesdesired speed N_(E) and total output of the engine 8, and controls theactual output of the engine 8 and the amount of generation of theelectric energy by the first electric motor M1 and/or the secondelectric motor M2, according to the calculated desired speed and totaloutput of the engine.

The hybrid control means 156 is arranged to effect the above-describedhybrid control while taking account of the presently selected gearposition of the automatic transmission portion 20, so as to improve thefuel economy of the engine. In the hybrid control, the differentialportion 11 is controlled to function as the electrically controlledcontinuously-variable transmission, for optimum coordination of theengine speed N_(E) and vehicle speed V for efficient operation of theengine 8, and the rotating speed of the power transmitting member 18determined by the selected gear position of the automatic transmissionportion 20. That is, the hybrid control means 156 determines a targetvalue of the overall speed ratio γT of the transmission mechanism 10, sothat the engine 8 is operated according a stored highest-fuel-economycurve that satisfies both of the desired operating efficiency and thehighest fuel economy of the engine 8. The hybrid control means 156controls the speed ratio γ0 of the differential portion 11, so as toobtain the target value of the overall speed ratio γT, so that theoverall speed ratio γT can be controlled within a predetermined range,for example, between 13 and 0.5.

In the hybrid control, the hybrid control means 156 supplies theelectric energy generated by the first electric motor M1, to theelectric-energy storage device 60 and second electric motor M2 throughthe inverter 58. That is, a major portion of the drive force produced bythe engine 8 is mechanically transmitted to the power transmittingmember 18, while the remaining portion of the drive force is consumed bythe first electric motor M1 to convert this portion into the electricenergy, which is supplied through the inverter 58 to the second electricmotor M2, or subsequently consumed by the first electric motor M1. Adrive force produced by an operation of the second electric motor M1 orfirst electric motor M1 with the electric energy is transmitted to thepower transmitting member 18. Thus, the drive system is provided with anelectric path through which an electric energy generated by conversionof a portion of a drive force of the engine 8 is converted into amechanical energy. This electric path includes components associatedwith the generation of the electric energy and the consumption of thegenerated electric energy by the second electric motor M2. It is alsonoted that the hybrid control means 156 is further arranged to establisha motor drive mode in which the vehicle is driven with only the electricmotor (e.g., second electric motor M2) used as the drive power source,by utilizing the electric CVT function (differential function) of thedifferential shifting portion 11, irrespective of whether the engine 8is in the non-operated state or in the idling state. The hybrid controlmeans 156 can establish the motor drive mode by operation of the firstelectric motor M1 and/or the second electric motor M2, even when thedifferential portion 11 is placed in the step-variable shifting state(fixed-speed-ratio shifting state) while the engine 8 is in itsnon-operated state.

The hybrid control means 156 also functions as drive-power-sourceselection control means for selecting one of a plurality of drive powersources, that is, one of the engine 8, first electric motor M1 andsecond electric motor M2, on the basis of predetermined controlparameters and according to a predetermined relationship. FIG. 54 showsan example of a stored relationship, namely, a boundary line whichdefines an engine drive region and a motor drive region and which isused to select the engine 8 or the electric motors M1, M2, as the drivepower source (to select one of the engine drive mode and the motor drivemode). That is, the stored relationship is represented by adrive-power-source selection control map (drive-power-source switchingboundary line map) 164 in a rectangular two-dimensional coordinatesystem having an axis along which the vehicle speed V is taken, and anaxis along which the drive-force-related value in the form of the outputtorque T_(OUT) is taken. FIG. 54 also shows a one-dot chain line whichis located inside the solid boundary line, by a suitable amount ofcontrol hysteresis. For example, the drive-power-source selectioncontrol map 164 shown in FIG. 54 is stored in the relationship memorymeans 154. The hybrid control means 156 determines whether the vehiclecondition represented by the vehicle speed V and the output torqueT_(OUT) is in the motor drive region defined by the drive-power-sourceselection control map 164. As is apparent from FIG. 54, the hybridcontrol means 156 selects the motor drive mode when the output torqueT_(OUT) is comparatively small, or when the vehicle speed iscomparatively low, that is, when the vehicle load is in a comparativelylow range in which the operating efficiency of the engine is generallylower than in a comparatively high range. Thus, the present embodimentis arranged to select the desired drive power source as a function ofthe vehicle speed V and the vehicle load in the form of the outputtorque T_(OUT) of the automatic transmission portion 20. The map shownin FIG. 54 uses the same control variables as used for defining thecontinuously-variable shifting region and the step-variable shiftingregion.

For reducing a tendency of dragging of the engine 8 held in itsnon-operated state in the motor drive mode, for thereby improving thefuel economy, the hybrid control means 156 controls the differentialportion 11 so that the engine speed N_(E) is held substantially zero,that is, held zero or close to zero, with the differential function ofthe differential portion 11. FIG. 55 is a view corresponding to aportion of the collinear chart of FIG. 3 which shows the differentialportion 11. The collinear chart of FIG. 55 indicates an example of theoperating state of the differential portion 11 placed in itscontinuously-variable shifting state, in the motor drive mode of thevehicle. Where the vehicle is run with the output torque of the secondelectric motor M2, the first electric motor M1 is freely rotated in thenegative direction so that the engine speed N_(E) (rotating speed of thefirst carrier CA1) is held substantially zero while the second electricmotor M2 is operated at a speed corresponding to the vehicle speed V.

Referring back to FIG. 52, high-speed-gear determining means 158 isarranged to determine whether the gear position to which thetransmission mechanism 10 should be shifted is the high-gear position,for example, the fifth-gear position. This determination is made on thebasis of the vehicle condition and according to a shifting boundary linemap of FIG. 53 stored in the relationship memory means 154, for example,to determine one of the switching clutch C0 and brake B0 that should beengaged, to place the transmission mechanism 10 in the step-variableshifting state.

Switching control means 159 is arranged to switch the differentialportion 11 between the continuously-variable shifting state and thefixed-speed-ratio shifting state, in other words, to place thetransmission mechanism 10 selectively in the continuously-variableshifting state and the step-variable shifting state, on the basis ofpredetermined control variables and according to a predeterminedrelationship. FIG. 56 shows an example of a stored relationshipindicative of boundary lines for switching of the differential portion11 between the continuously-variable shifting state and thefixed-speed-ratio shifting state (for switching of the transmissionmechanism between the step-variable shifting state). The storedrelationship is represented by a switching control map (switchingboundary line map) 166 in a rectangular two-dimensional coordinatesystem having an axis along which the vehicle speed V is taken, and anaxis along which the drive-force-related value in the form of the outputtorque T_(OUT) is taken. The switching control map 166 is stored in therelationship memory means 154. The switching control means 159determines, according to the switching control map 166 of FIG. 53,whether the vehicle condition represented by the vehicle speed V and theoutput torque T_(OUT) is in a continuously-variable shifting region forplacing the differential portion 11 in the continuously-variableshifting state, or in a step-variable shifting region for placing thedifferential portion 11 in the fixed-speed-ration shifting state. On thebasis of a result of the determination, the differential portion 11 isplaced in one of the continuously-variable shifting state and thefixed-speed-ratio shifting state. In other words, the switching controlmeans 159 determines whether the vehicle condition is in acontinuously-variable shifting region for placing the transmissionmechanism 10 in the continuously-variable shifting state, or in astep-variable shifting region for placing the transmission mechanism 10in the step-variable shifting state, so that the transmission mechanism10 is placed in one of the continuously-variable shifting state and thestep-variable shifting state, on the basis of a result of thedetermination. Thus, the present embodiment is arranged to select thecontinuously-variable shifting state or the step-variable shifting state(locking state), as a function of the vehicle speed V and the vehicleload in the form of the output torque T_(OUT) of the automatictransmission portion 20. The map shown in FIG. 56 represents thepredetermined relationship between those control variables.

When the switching control means 159 determines that the vehiclecondition is in the continuously-variable shifting region, the switchingcontrol means 159 disables the hybrid control means 156 effect a hybridcontrol or continuously-variable shifting control, and enablesstep-variable shifting control means 152 to effect a predeterminedstep-variable shifting control. In this case, the step-variable shiftingcontrol means 152 effects an automatic shifting control according to thestep-variable-shifting control map 162 shown in FIG. 53 and stored inrelationship memory means 154. FIG. 2 indicates the combinations of theoperating states of the hydraulically operated frictional couplingdevices C0, C1, C2, B0, B1, B2 and B3, which are selectively engaged foreffecting the step-variable shifting control. In this automaticstep-variable shifting control mode, the transmission mechanism 10 as awhole consisting of the differential portion 11 and the automatictransmission portion 20 functions as a so-called “step-variableautomatic transmission”, the gear positions of which are establishedaccording to the table of engagement of the frictional coupling devicesshown in FIG. 2.

When the high-speed-gear determining means 158 determines that thefifth-gear position should be established as the high-gear position, theswitching control means 159 commands the hydraulic control unit 42 torelease the switching clutch C0 and engage the switch brake B0, so thatthe differential portion 11 functions as an auxiliary transmissionhaving a fixed speed ratio γ0, for example, a speed ratio γ0 of 0.7,whereby the transmission mechanism 10 as a whole is placed in aso-called “overdrive gear position” having a speed ratio lower than 1.0.When the high-speed-gear determining means 158 determines that a gearposition other than the fifth-gear position should be established, theswitching control means 159 commands the hydraulic control unit 42 toengage the switching clutch C0 and release the switching brake B0, sothat the differential portion 11 functions as an auxiliary transmissionhaving a fixed speed ratio γ0, for example, a speed ratio γ0 of 1,whereby the transmission mechanism 10 as a whole is placed in a low-gearposition the speed ratio of which is not lower than 1.0. Thus, thetransmission mechanism 10 is switched to the step-variable shiftingstate, by the switching control means 60, and the differential portion11 placed in the step-variable shifting state is selectively placed inone of the two gear positions, so that the differential portion 11functions as the auxiliary transmission, while at the same time theautomatic transmission portion 20 connected in series to thedifferential portion 11 functions as the step-variable transmission,whereby the transmission mechanism 10 as the whole functions as aso-called “step-variable automatic transmission”.

When the switching control means 159 determines that the vehiclecondition is in the continuously-variable shifting region for placingthe transmission mechanism 10 in the continuously-variable shiftingstate, on the other hand, the switching control means 159 commands thehydraulic control unit 42 to release the switching clutch C0 and theswitching brake B0 for placing the differential portion 11 in thecontinuously-variable shifting state, so that the transmission mechanism10 as a whole is placed in the continuously-variable shifting state. Atthe same time, the switching control means 159 enables the hybridcontrol means 156 to effect the hybrid control, and commands thestep-variable shifting control means 152 to select and hold apredetermined one of the gear positions, or to permit an automaticshifting control according to the step-variable-shifting control map 162of FIG. 53 stored in the relationship memory means 154. In the lattercase, the variable-step shifting control means 152 effects the automaticshifting control by suitably selecting the combinations of the operatingstates of the frictional coupling devices indicated in the table of FIG.2, except the combinations including the engagement of the switchingclutch C0 and brake B0. Thus, the differential portion 11 placed in thecontinuously-variable shifting state under the control of the switchingcontrol means 159 functions as the continuously variable transmissionwhile the automatic transmission portion 20 connected in series to thedifferential portion 11 functions as the step-variable transmission, sothat the drive system provides a sufficient vehicle drive force, suchthat the speed of the rotary motion transmitted to the automatictransmission portion 20 placed in one of the first-speed, second-speed,third-speed and fourth-gear positions, namely, the rotating speed of thepower transmitting member 18 is continuously changed, so that the speedratio of the drive system when the automatic transmission portion 20 isplaced in one of those gear positions is continuously variable over apredetermined range. Accordingly, the speed ratio of the automatictransmission portion 20 is continuously variable through the adjacentgear positions, whereby the overall speed ratio γT of the transmissionmechanism 10 as a whole is continuously variable. In other words, theswitching control means 159 controls the engaging and releasing actionsof the differential-state switching device in the form of the switchingbrake B0 and switching clutch B0, for selectively placing the powerdistributing mechanism 16 in one of the differential state and thenon-differential state.

FIG. 57 illustrates a complex control map 168 which is a combination ofthe step-variable-shifting control map 162, the drive-power-sourceselection control map 164 and the switching control map 166. Preferably,the step-variable-shifting control map 162, the drive-power-sourceselection control map 164 and the switching control map 166 use commoncontrol variables in the form of the vehicle speed V and the vehicleload, that is, the output torque T_(OUT) of the automatic transmissionportion 20, as shown in FIG. 57. In other words, the step-variableshifting control means 152, the hybrid control means 156, thehigh-speed-gear determining means 158 and the switching control means159 cooperate to effect a complex shifting control and adrive-power-source selecting control on the basis of the common controlvariables consisting of the vehicle speed V and the output torqueT_(OUT) of the automatic transmission portion 20, and according to thestored relationships in the form of the complex control map 168 storedin the relationship memory means 154. The use of the common controlvariables permits an adequate overall shifting control to selectivelyeffect the continuously-variable shifting control and the step-variableshifting control, and an adequate overall drive control including thedrive-power-source selection control as well as thecontinuously-variable shifting control and the step-variable shiftingcontrol. Thus, the relationship memory means 154 stores the maps whichdefine the continuously-variable shifting region, step-variable shiftingregion (locking-state region), etc., in a manner as simple as possible,with the two control variables, that is, the vehicle speed V and theoutput torque T_(OUT) of the automatic transmission portion 20. Further,various controls of the drive system can be carried out in a simplemanner as a function of the power output which determines whether thecontinuously-variable shifting is advantageous or disadvantageous andthe required capacity of the electric motor, and as a function of thevehicle speed V which determines whether the continuously-variableshifting is advantageous or disadvantageous in terms of the powertransmitting efficiency. It is noted that although FIG. 57 shows thecomplex control map 168 as a combination of the step-variable-shiftingcontrol map 162, drive-power-source selection control map 164 andswitching control map 166, for convenience' sake, those maps 162, 164,166 which are respectively shown in FIGS. 53, 54 and 56 are stored inthe relationship memory means 154, independently of each other.

FIG. 58 is a view illustrating an example of a power-modestep-variable-shifting control map (shifting boundary line map) 171 usedby the step-variable shifting control means 152 for the step-variableshifting control. FIG. 59 is a view illustrating an example of apower-mode drive-power-source selection control map (drive-power-sourceswitching boundary line map) 172 used by the hybrid control means 156for the drive-power-source selection control. FIG. 60 is a viewillustrating an example of a power-mode complex control map 174 which isa combination of the step-variable-shifting control map 171, thedrive-power-source selection control map 172 and the switching controlmap 166. When a power-mode selector switch such as an ETC switch isoperated to select a power mode running of the vehicle, thestep-variable shifting control means 152, hybrid control means 156,high-speed-gear determining means 158 and switching control means 159perform the respective control functions described above, on the basisof the vehicle speed V and the output torque T_(OUT) of the automatictransmission portion 20, and according to the power-mode control mapsstored in the relationship memory means 154. The control maps shown inFIG. 53, FIG. 54, FIG. 56 and FIG. 57 are used in a normal-mode runningof the vehicle. The switching control map 166 shown in FIG. 56 iscommonly used in the normal-mode running and the power-mode running.However, one of the normal-mode step-variable-shifting control map andthe power-mode step-variable shifting control map, and one of thenormal-mode drive-power-source selection control map and the power-modedrive-power-source selection control map are selectively used dependingupon the presently selected running mode of the vehicle. Thus, therelationship memory means 154 stores a plurality of relationships in theform of a plurality of control maps for performing the step-variableshifting control, drive-power-source selection control andshifting-state switching control.

The shifting boundary line maps shown in FIGS. 53 and 58 will bedescribed in detail. These shifting boundary line maps (relationships)shown in these figures for illustrative purpose are stored in therelationship memory means 154, and used to determine whether a shiftingaction of the automatic transmission portion 20 should be effected.These shifting boundary line maps are defined in a rectangulartwo-dimensional coordinate system having an axis of the vehicle speed Vand an axis of the vehicle load in the form of the output torqueT_(OUT). Solid lines in FIGS. 53 and 58 are shift-up boundary lines,while one-dot chain lines are shift-down boundary lines. Broken lines inFIGS. 56 and 60 indicate an upper vehicle-speed limit V1 and an upperoutput-torque limit T1 which are used to determine whether the vehiclecondition is in the step-variable shifting region or thecontinuously-variable shifting region. That is, the broke lines in FIGS.56 and 60 are a predetermined upper vehicle-speed limit line consistingof a series of upper speed limits V1 for determining whether the hybridvehicle is in the high-speed running state, and a predetermined upperoutput limit line consisting of a series of upper output limits in theform of upper limits T1 of the output torque T_(OUT) of the automatictransmission portion 20 as a drive-force-related value for determiningwhether the hybrid vehicle is in the high-output running state. Two-dotchain lines also shown in FIGS. 56 and 60 are limit lines which areoffset with respect the broken lines, by a suitable amount of controlhysteresis, so that the broken lines and the two-dot chain lines areselectively used as the boundary lines defining the step-variableshifting region and the continuously-variable shifting region. Theseboundary lines of FIGS. 56 and 60 are stored switching boundary linemaps (switching maps or relationships) each of which includes the uppervehicle-speed limit V1 and the upper output torque limit T1 and is usedby the switching control means 60 to determine whether the vehiclecondition is in the step-variable shifting region orcontinuously-variable shifting region, on the basis of the vehicle speedV and the output torque T_(OUT). These switching boundary line maps maybe included in the shifting boundary line maps stored in therelationship memory means 154. The switching boundary line maps mayinclude at least one of the upper vehicle-speed limit V1 and the upperoutput-torque limit T1, and may use only one of the vehicle speed V andthe output torque T_(OUT) as a control parameter. The shifting boundaryline maps, switching boundary line maps, etc. described above may bereplaced by equations for comparison of the actual value of the vehiclespeed V with the upper vehicle-speed limit V1, and equations forcomparison of the actual value of the output torque T_(OUT) with theupper output-torque limit T1.

The vehicle load indicated above is a parameter directly correspondingto the vehicle drive force, and may be represented by not only a drivetorque or force of the drive wheels 38, but also the output torqueT_(OUT) of the automatic transmission portion 20, engine torque T_(E) orvehicle acceleration value, or an actual value of the engine torqueT_(E) which is calculated from the engine speed N_(E) and an angle ofoperation of an accelerator pedal or an angle of opening of a throttlevalve (intake air quantity, air/fuel ratio or amount of fuel injection),or an estimated value of an operator's required vehicle drive forcecalculated from an amount of operation of the accelerator pedal or angleof opening of the throttle valve. The drive torque indicated above maybe calculated on the basis of the output torque T_(OUT), and by takingaccount of the gear ratio of the differential gear device, the radius ofthe drive wheels 38, etc., or directly detected by a torque sensor.

The upper vehicle-speed limit V1 is determined so that the transmissionmechanism 10 is placed in the step-variable shifting state while thevehicle speed V is higher than the upper limit V1. This determination iseffective to minimize a possibility of deterioration of the fuel economyof the vehicle if the transmission mechanism 10 were placed in thecontinuously-variable shifting state at a relatively high running speedof the vehicle. The upper output-torque limit T1 is determined dependingupon the operating characteristics of the first electric motor M1, whichis small-sized and the maximum electric energy output of which is maderelatively small so that the reaction torque of the first electric motorM1 is not so large when the engine output is relatively high in thehigh-output running state of the vehicle.

As shown in FIGS. 56 and 60, the step-variable shifting region is set tobe a high output-torque region in which the output torque T_(OUT) is notlower than the upper output-torque limit T1, and a high vehicle-speedregion in which the vehicle speed V is not lower than the uppervehicle-speed limit V1. Accordingly, the step-variable shifting controlis effected when the vehicle is in a high-output running state with acomparatively high output of the engine 8 or when the vehicle is in ahigh-speed running state, while the continuously-variable shiftingcontrol is effected when the vehicle is in a low-output running statewith a comparatively low output of the engine 8 or when the vehicle isin a low-speed running state, that is, when the engine 8 is in a normaloutput state. The step-variable shifting region indicated in FIG. 8 isset to be a high-torque region in which the engine output torque T_(E)is not lower than a predetermined value T_(E1), a high-speed region inwhich the engine speed N_(E) is not lower than a predetermined valueN_(E1), or a high-output region in which the engine output determined bythe output torque T_(E) and speed N_(E) of the engine 8 is not lowerthan a predetermined value. Accordingly, the step-variable shiftingcontrol is effected when the torque, speed or output of the engine 8 iscomparatively high, while the continuously-variable shifting control iseffected when the torque, speed or output of the engine is comparativelylow, that is, when the engine is in a normal output state. The switchingboundary lines in FIG. 8, which defines the step-variable shiftingregion and the continuously-variable shifting region, function as anupper vehicle-speed limit line consisting of a series of uppervehicle-speed limits, and an upper output limit line consisting of aseries of upper output limits.

Therefore, when the vehicle is in a low- or medium-speed running stateor in a low- or medium-output running state, the transmission mechanism10 is placed in the continuously-variable shifting state, assuring ahigh degree of fuel economy of the hybrid vehicle. When the vehicle isin a high-speed running state with the vehicle speed V exceeding theupper vehicle-speed limit V1, on the other hand, the transmissionmechanism 10 is placed in the step-variable shifting in which thetransmission mechanism 10 is operated as a step-variable transmission,and the output of the engine 8 is transmitted to the drive wheels 38primarily through the mechanical power transmitting path, so that thefuel economy is improved owing to reduction of a loss of conversion ofthe mechanical energy into the electric energy, which would take placewhen the transmission mechanism 10 is operated as an electricallycontrolled continuously variable transmission. When the vehicle is in ahigh-output running state in which the drive-force-related value in theform of the output torque T_(OUT) exceeds the upper output-torque limitT1, the transmission mechanism 10 is also placed in the step-variableshifting state. Therefore, the transmission mechanism 10 is placed inthe continuously-variable shifting state or operated as the electricallycontrolled continuously variable transmission, only when the vehiclespeed is relatively low or medium or when the engine output isrelatively low or medium, so that the required amount of electric energygenerated by the first electric motor M1, that is, the maximum amount ofelectric energy that must be transmitted from the first electric motorM1 can be reduced, whereby the required electrical reaction force of thefirst electric motor M1 can be reduced, making it possible to minimizethe required sizes of the first electric motor M1, and the required sizeof the drive system including the electric motor. In other words, thetransmission mechanism 10 is switched from the continuously-variableshifting state to the step-variable shifting state (fixed-speed-ratioshifting state) in the high-output running state of the vehicle in whichthe vehicle operator desires an increase of the vehicle drive force,rather than an improvement in the fuel economy. Accordingly, the vehicleoperator is satisfied with a change of the engine speed N_(E) as aresult of a shift-up action of the automatic transmission portion in thestep-variable shifting state, that is, a comfortable rhythmic change ofthe engine speed N_(E), as indicated in FIG. 10.

In the present embodiment, too, the switching control map 166 shown inFIG. 56 used for switching between the step-variable shifting region andthe continuously-variable shifting region may be replaced by theswitching control map shown in FIG. 8. In this case, the switchingcontrol means 159 uses the switching control map of FIG. 8, in place ofthe switching control map of FIG. 56, to determine whether the vehiclecondition represented by the engine speed N_(E) and the engine torqueT_(E) is in the continuously-variable shifting region or step-variableshifting region. The broken lines in FIG. 56 can be generated the basisof the switching control map of FIG. 8. In other words, the broken linesof FIG. 56 are switching boundary lines which are defined on the basisof the relationship (map) of FIG. 8, in the rectangular two-dimensionalcoordinate system having an axis along which the vehicle speed V istaken, and an axis along which the output torque T_(OUT) is taken.

There will be described in detail the operation of the switching controlmeans 159 in the motor drive mode in which only the electric motor, forexample, only the second electric motor M2 is operated as the drivepower source, owing to the electric CVT function (differential function)of the differential portion 11. When it is determined that the vehiclecondition is in the motor drive region, the switching control means 159places the power distributing mechanism 16 in its differential state, sothat the engine speed N_(E) is held substantially zero, as indicated inFIG. 55, under the control of the hybrid control means 156, for reducinga tendency of dragging of the engine 8 held in its non-operated state inthe motor drive mode, for thereby improving the fuel economy.

In the motor drive mode, the switching control means 159 places thepower distributing mechanism 16 in its differential state, even when thestep-variable shifting state or non-differential state of the powerdistributing mechanism 16 is selected by the switch 48. As is apparentfrom the drive-power-source selection control map 164 of FIG. 54, thevehicle running in the motor drive mode is in a low-load state, in whicha comfortable change of the engine speed that would be obtained in ahigh-torque running state cannot be obtained as a result of a shiftingaction of the automatic transmission, and in which the vehicle operatordoes not expect such a comfortable change of the engine speed. In themotor drive mode, therefore, the switching control means 159 places thepower distributing mechanism 16 in the differential state, for improvingthe fuel economy, even when the non-differential state is selected bythe switch 44.

If there is a high possibility of starting of the engine in the motordrive mode, the switching control means 159 places the powerdistributing mechanism 16 I the non-differential state even in the motordrive mode, for raising the engine speed N_(E) to facilitate theignition of the engine. Since the engine speed N_(E) is heldsubstantially zero in the motor drive mode, as described above, theswitching control means 159 places the power distributing mechanism 16in the non-differential state, by engaging the switching brake B0 orswitching clutch C0, for raising the rotating speed of the first sungear S1 to raise the engine speed N_(E) at a higher rate than a rate ofincrease of the first sun gear S1 by the first electric motor M1 in thedifferential state of the power distributing mechanism 16.

Referring back to FIG. 52, continuously-variable-shifting speed-ratiocontrol means (hereinafter referred to as “speed-ratio control means”)161 is arranged to control the speed ratio γ of the automatictransmission and the speed ratio γ0 of the differential portion 11, soas to maximize the fuel economy, on the basis of the operatingefficiency ηM1 of the first electric motor M1 and the operatingefficiency ηM2 of the second electric motor M2, when it is determinedthat the continuously-variable shifting portion in the form of thedifferential portion 11 is placed in the continuously-variable shiftingstate. For instance, the speed-ratio control means 161 adjusts the speedratio γ of the step-variable shifting portion in the form of theautomatic transmission portion 20 to thereby change the speed ratio γ0of the continuously-variable shifting portion in the form of thedifferential portion 11, so as to reduce the output shaft speed (inputshaft speed of the automatic transmission portion 20) N_(IN) of thedifferential portion 11, for the purpose of preventing reverse rotationof the first electric motor M1 even in a steady-state running state ofthe vehicle at a comparatively high speed.

The speed-ratio control means 161 determines a target speed N_(EM) ofthe engine 8 on the basis of the actual operating angle A_(cc) of theaccelerator pedal and according to an engine-fuel-economy map 167 shownin FIG. 61, which is stored in the relationship memory means 154. On thebasis of the actual vehicle speed V, the speed-ratio control means 161determines the speed ratio γ of the automatic transmission portion 20and the speed ratio γ0 of the differential portion 11, which speedratios give the target engine speed N_(EM). Namely, the speed-ratiocontrol means 161 selects, according to a well-known relationship, oneof iso-horsepower curves L3 a (shown in FIG. 61) which corresponds tothe output of the engine 8, on the basis of the actual operating angleA_(cc) of the accelerator pedal representative of the vehicle driveforce as required by the vehicle operator. The speed-ratio control means161 determines, as the target engine speed N_(EM), the engine speedcorresponding to a point Ca of intersection between the selectediso-horsepower curve L3 a and a highest-fuel-economy curve L2, asindicated in FIG. 61. Further, the speed-ratio control means 161determines the overall speed ratio γT of the transmission mechanism 10that gives the target engine speed N_(EM), on the basis of the targetengine speed N_(EM) and the actual vehicle speed V, and according to thefollowing equation (1). A relationship between the rotating speedN_(OUT)(rpm) of the output shaft 22 of the automatic transmissionportion 20 and the vehicle speed V (km/h) is represented by thefollowing equation (2), wherein a speed ratio of the final speed reduceris represented by γf, and the radius of the drive wheels 38 isrepresented by r. Then, the speed-ratio control means 161 determines,according to the equations (1), (2), (3) and (4), the speed ratio γ ofthe automatic transmission portion 20 and the speed ratio γ0 of thedifferential portion 11, which give the overall speed ratio γT (=γ×γ0)of the transmission mechanism 10 and which maximize the overall powertransmitting efficiency of the transmission mechanism 10.

The speed ratio γ0 of the differential portion 11 varies from zero to 1.Initially, therefore, a plurality of candidate speed ratio values γa,γb, etc. of the automatic transmission portion 20 that give the enginespeed N_(E) higher than the target engine speed N_(EM) when the speedratio γ0 is assumed to be 1 are obtained on the basis of the actualvehicle speed V and according to the relationships between the enginespeed N_(E) and the vehicle speed V as represented by the followingequations (1) and (2). Then, fuel consumption amounts Mfce correspondingto the candidate speed ratio values γa, γb, etc. are calculated on thebasis of the overall speed ratio γT that give the target engine speedN_(EM), and the candidate speed ratio values γa, γb, etc., and accordingto the following equation (3), for example. One of the candidate speedratio values which corresponds to the smallest one of the calculatedfuel consumption values Mfce is determined as the speed ratio γ of theautomatic transmission portion 20. The speed ratio γ0 of thedifferential portion 11 is determined on the basis of the determinedspeed ratio γ and the overall speed ratio γT that gives the targetengine speed N_(EM).

In the following equation (3), Fce, PL, ηele, ηCVT, k1, k2 and ηgirepresent the following: Fce=fuel consumption ratio; PL=instantaneousrequired drive force; ηele=efficiency of the electric system; ηCVT=powertransmitting efficiency of the differential portion 11; k1=powertransmitting ratio of the electric path of the differential portion 11;k2=power transmitting ratio of the mechanical path of the differentialportion 11; and ηgi=power transmitting efficiency of the automatictransmission portion. Efficiency ηM1 of the first electric motor ηM1 andefficiency M2 of the second electric motor M2 in the equation (3) areobtained on the basis of the rotating speeds which give the overallspeed ratio γT of the differential portion 11 to obtain the targetengine speed N_(EM) for each of the candidate speed ratio values γa, γb,etc. and which correspond to candidate speed ratio values γ0 a, γ0 b,etc. of the differential portion 11, and on the basis of the outputtorque values of the electric motors required to generate the requiredvehicle drive force. The ratio k1 is usually about 0.1, while the ratiok2 is usually about 0.9. However, the ratios k1 and k2 vary as afunction of the required vehicle output. The power transmittingefficiency ηgi of the automatic transmission portion 20 is determined asa function of a transmitted torque Ti (which varies with the selectedgear position i), a rotating speed Ni of the rotating member, and an oiltemperature H. For convenience' sake, the fuel consumption ratio Fce,instantaneous required drive force PL, efficiency ηele of the electricsystem and power transmitting efficiency ηCVT of the differentialportion 11 are held constant. Further, The power transmitting efficiencyηgi of the automatic transmission portion 20 may be held constant, aslong as the use of a constant value as the efficiency ηgi does not causean adverse influence.N _(EM) =γT×N _(OUT)  (1)N _(OUT)=(V×γf)/2πr·60  (2)Nfce=Fce×PL/(ηM1×ηM2×ηele×k1+ηCVT×k2)×ηgi)  (3)ηgi=f(Ti,Ni,H)  (4)

The speed-ratio control means 161 commands the step-variable shiftingcontrol means 152 and the hybrid control means 156 to perform therespective step-variable shifting and hybrid control functions, so as toestablish the determined speed ratio γ of the automatic transmissionportion 20 and the determined speed ratio γ0 of the differential portion11.

FIG. 62 is a flow chart illustrating one of major control operations ofthe electronic control device 40, that is, a switching control of thetransmission mechanism 10 in the embodiment of FIG. 52. This switchingcontrol is repeatedly executed with an extremely short cycle time ofabout several milliseconds to several tens of milliseconds, for example.

Initially, step SA1 (hereinafter “step” being omitted) is implemented todetermine whether the vehicle condition represented by the vehicle speedV and the output torque T_(OUT) is in a motor-drive region. Thisdetermination is made according to the drive-power-source selectioncontrol map 164 illustrated in FIG. 54. If an affirmative decision isobtained in SA1, the control flow goes to SA10 in which the vehicle isrun in the motor-drive mode with the first electric motor M1 and/orsecond electric motor M2 used as the drive power source. Then, thepresent control routine is terminated. If a negative decision isobtained in SA1, SA2 is implemented to determine whether the actualspeed V of the hybrid vehicle is equal to or higher than thepredetermined upper limit V1. If an affirmative decision is obtained inSA2, step SA6 and the following steps are implemented. If a negativedecision is obtained in SA2, however, the control flow goes to SA3 todetermine whether the actual drive torque of the hybrid vehicle or theactual output toque T_(OUT) of the automatic transmission portion 20 isequal to or higher than the predetermined upper limit T1. If anaffirmative decision is obtained in SA3, step SA6 and the followingsteps are implemented. If a negative decision is obtained in SS3, thecontrol flow goes to SA4 to diagnose the components associated with theelectric path (electric energy transmitting path) through which anelectric energy generated by the first electric motor M1 is convertedinto a mechanical energy, for example, to determine whether any one ofthe first electric motor M1, second electric motor M2, inverter 58,electric-energy storage device 60, and electric conductors connectingthose components has a deteriorated function, such as a failure or afunctional defect due to a low temperature.

If an affirmative decision is obtained in SA4, step SA6 and thefollowing steps are implemented. If a negative decision is obtained inSA4, the control flow goes to SA5 corresponding to the speed-ratiocontrol means 161, in which the speed-ratio control means 161 commandsthe hydraulic control unit 42 to release the switching clutch C0 and theswitching brake B0, for placing the differential portion 11 in thecontinuously-variable shifting state, and at the same time enables thehybrid control means 156 to effect the hybrid control and commands thestep-variable control means 152 to permit the automatic transmissionportion 20 to be automatically shifted. Accordingly, the differentialportion 11 is enabled to function as the continuously variabletransmission, while the automatic transmission portion 20 connected inseries to the differential portion 11 is enabled to function as thestep-variable transmission, so that the drive system provides asufficient vehicle drive force, such that the speed of the rotary motiontransmitted to the automatic transmission portion 20 placed in one ofthe first-speed, second-speed, third-speed and fourth-gear positions,namely, the rotating speed of the power transmitting member 18 iscontinuously changed, so that the speed ratio of the drive system whenthe automatic transmission portion 20 is placed in one of those gearpositions is continuously variable over a predetermined range.Accordingly, the speed ratio of the automatic transmission portion 20 iscontinuously variable across the adjacent gear positions, whereby theoverall speed ratio γT of the transmission mechanism 10 is continuouslyvariable.

If an affirmative decision is obtained in any one of SA2, SA3 and SA4,the control flow goes to SAG to determine or select the gear position towhich the transmission mechanism 10 should be shifted. Thisdetermination is effected according to the step-variable-shiftingcontrol map 162 stored in the relationship memory means 154 and shown inFIG. 53. Then, SA7 corresponding to the high-speed-gear determiningmeans 158 is implemented to determine whether the gear position of thetransmission mechanism 10 which is selected in SA6 is the high-gearposition, for example, the fifth-gear position.

If an affirmative decision is obtained in SA7, the control flow goes toSA8 to command the hydraulic control unit 42 to release the switchingclutch C0 and engage the switching brake B0 to enable the differentialportion 11 to function as the auxiliary transmission having the fixedspeed ratio γ0 of 0.7, for example. At the same time, the hybrid controlmeans 156 is disabled to effect the hybrid control, that is, inhibitedfrom effecting the hybrid control or continuously-variable shiftingcontrol, and the step-variable shifting control means 152 is commandedto automatically shift the automatic transmission portion 20 to thefourth-gear position, so that the transmission mechanism 10 as a wholeis placed in the fifth-gear position selected in SA6. If a negativedecision is obtained in SA76, the control flow goes to SA9 to commandthe hydraulic control unit 42 to engage the switching clutch C0 andrelease the switching brake B0 to enable the differential portion 11 tofunction as the auxiliary transmission having the fixed speed ratio γ0of 1, for example. At the same time, the hybrid control means 156 isdisabled to effect, that is, inhibited from effecting the hybrid controlor continuously-variable shifting control, and the step-variableshifting control means 152 is commanded to automatically shift theautomatic transmission portion 20 to one of the first-gear positionthrough the fourth-gear position, which was selected in S5. Thus, SA8and SA9 are arranged such that the differential portion 11 is enabled tofunction as the auxiliary transmission while the automatic transmissionportion 20 connected in series to the differential portion 11 is enabledto function as the step-variable transmission, so that the transmissionmechanism 10 as a whole placed in the step-variable transmission isenabled to function as the so-called step-variable automatictransmission portion. In the above-described controls, SA6, SA8 and SA9correspond to steps performed by the step-variable shifting controlmeans 152, and SA1, SA5, SA8 and SA9 correspond to steps performed bythe hybrid control means 156, while SA5, SA8 and SA9 correspond to stepsperformed by the switching control means 159.

It will be understood from the foregoing description, the presentembodiment includes the differential portion 11 switchable between acontinuously-variable shifting state in which the differential portion11 is operable as an electrically controlled continuously variabletransmission, and a fixed-speed-ratio shifting state, and furtherincludes the switching control means 159 (SA5, SA8 and SA9) operable toplace the differential portion 11 selectively in one of thecontinuously-variable shifting portion and the fixed-speed-ratioshifting portion, on the basis of the vehicle speed and the vehicle loadin the form of the output torque of the vehicle drive system, andaccording to a predetermined relationship. Thus, the present embodimentprovides a control device suitable for effecting a shifting control ofthe transmission mechanism 10 which is operable as the electricallycontrolled continuously variable transmission.

It is also noted that the present embodiment includes the transmissionmechanism 10 switchable between a continuously-variable shifting statein which the transmission mechanism 10 is operable as an electricallycontrolled continuously variable transmission, and a step-variableshifting state in which the transmission mechanism 10 is operable as astep-variable transmission, and further includes the switching controlmeans 159 operable to place the transmission mechanism 10 selectively inone of the continuously-variable shifting state and the step-variableshifting state, on the basis of the vehicle speed and the vehicle loadin the form of the output torque of the vehicle drive system, andaccording to a predetermined relationship. Thus, the present embodimentprovides a control device suitable for effecting a shifting control ofthe transmission mechanism 10 operable as the electrically controlledcontinuously variable transmission.

It is further noted that the present embodiment includes: thetransmission mechanism 10 switchable between a continuously-variableshifting state in which the transmission mechanism 10 is operable as anelectrically controlled continuously variable transmission, and afixed-speed-ratio shifting state; the switching control map 166 whichdefines, with control parameters consisting of the vehicle speed and thevehicle load or the output torque of the vehicle drive system, a firstregion in which the transmission mechanism 10 is placed in thecontinuously-variable shifting state, and a second region in which thetransmission mechanism 10 is placed in the step-variable shifting state;and the switching control means 159 operable to place the transmissionmechanism 10 selectively in one of the continuously-variable shiftingstate and the fixed-speed-ratio shifting state, according to theswitching control map 166. Thus, the present embodiment provides acontrol device operable with a simple program for suitably effecting ashifting control of the transmission mechanism 10 operable as theelectrically controlled continuously variable transmission.

It is further noted that the present embodiment includes: thetransmission mechanism 10 switchable between a continuously-variableshifting state in which the transmission mechanism 10 is operable in anelectrically controlled continuously variable transmission, and thestep-variable shifting state in which the transmission mechanism 10 isoperable as a step-variable transmission; the switching control map 166which defines, with control parameters consisting of the vehicle speedand the vehicle load or the output torque of the vehicle drive systemused as the control parameters, a first region in which the transmissionmechanism 10 is placed in the continuously-variable shifting state, anda second region in which the transmission mechanism 10 is placed in thestep-variable shifting state; and the switching control means 159operable to place the transmission mechanism 10 selectively in one ofthe continuously-variable shifting state and the fixed-speed-ratioshifting state, according to the switching control map 166. Thus, thepresent embodiment provides a control device operable with a simpleprogram for suitably effecting a shifting control of the transmissionmechanism 10 operable selectively as the electrically controlledcontinuously variable transmission and the step-variable transmission.

It is also noted that the present embodiment includes: adifferential-state switching device in the form of the switching brakeB0 and the switching clutch C0 device operable to place the differentialmechanism 16 in a differential state in which the mechanism 16 isoperable as an electrically controlled continuously variabletransmission, and a locked state in which the differential mechanism 16is in a non-differential state; the step-variable-shifting control map162 which defines, with suitable control parameters, shifting lines foreffecting a shifting control of the step-variable automatic transmissionportion 20; and the switching control map 166 which defines, with thesame control parameters used for the step-variable-shifting control map162, a differential region in which the differential mechanism 16 isplaced in the differential state by the differential-state switchingdevice, and a non-differential region in which the differentialmechanism 16 is placed in the non-differential state by thedifferential-state switching device. Thus, the present embodimentprovides a control device operable with a simple program for suitablyeffecting a shifting control of the step-variable automatic transmissionportion 20 and a shifting control of the transmission mechanism 10operable selectively as the electrically controlled continuouslyvariable transmission and the step-variable transmission.

It is further noted that the present embodiment includes: adifferential-state switching device in the form of the switching brakeB0 and the switching clutch C0 device operable to place the differentialmechanism 16 in a differential state in which the mechanism 16 isoperable as an electrically controlled continuously variabletransmission, and a locked state in which the differential mechanism 16is in a non-differential state; the drive-power-source selection controlmap 164 which defines, with suitable control parameters, a plurality ofregions for effecting a drive-power-source selection control to selectat least one drive power source to be operated to generate a driveforce, from among the engine 8, first electric motor M1 and secondelectric motor M2; and the switching control map 166, which defines,with the same control parameters used for the drive-power-sourceselection control map 164, a differential region in which thedifferential mechanism 16 is placed in the differential state by thedifferential-state switching device, and a non-differential region inwhich the differential mechanism 16 is placed in the non-differentialstate by the differential-state switching device. Thus, the presentembodiment provides a control device operable with a simple program forsuitably effecting a shifting control of the step-variable automatictransmission portion 20 and a shifting control of the transmissionmechanism 10 operable selectively as the electrically controlledcontinuously variable transmission and the drive-power-source selectioncontrol.

It is further noted that the present embodiment includes: thetransmission mechanism 10 switchable between a continuously-variableshifting state in which the transmission mechanism 10 is operable as acontinuously variable transmission, and a step-variable shifting statein which the transmission mechanism 10 is operable as a step-variabletransmission; the drive-power-source selection control map 164 whichdefines, with suitable control parameters, a plurality of regions foreffecting a drive-power-source selection control to select at least onedrive power source to be operated to generate a drive force, from amongthe engine 8, first electric motor M1 and second electric motor M2; andthe switching control map 166, which defines, with the same controlparameters used for the drive-power-source selection control map 164, acontinuously-variable shifting region in which the transmissionmechanism 10 is placed in the continuously-variable shifting state, anda step-variable shifting region in which the transmission mechanism 10is placed in the step-variable shifting state. Thus, the presentembodiment provides a control device operable with a simple program forsuitably effecting a shifting control of the transmission mechanism 10operable selectively as the electrically controlled continuouslyvariable transmission and the step-variable transmission.

The control parameters used in the present embodiment are the vehiclespeed, and the vehicle load in the form of the output torque T_(OUT) ofthe automatic transmission portion 20, so that the shifting control ofthe transmission mechanism 10 operable as the electrically controlledcontinuously variable transmission can be effected with a simpleprogram.

Embodiment 20

FIG. 63 is a functional block diagram for explaining major controlfunctions of the electronic control device 40 in another embodiment ofthis invention.

Fuel-economy curve selecting means 280 is arranged to select a fuelconsumption map (hereinafter referred to as “fuel-economy map) or selectone of fuel-economy curves of the engine 8 stored in fuel-economy curvememory means 282, which permits an optimum operating state of the engine10 for the vehicle. The fuel-economy map is selected by taking accountof the fuel economy or energy efficiency and the vehicle drivability.The fuel-economy map may be changed in a real-time fashion, or may beobtained by experimentation and stored in the memory means 282. Anexample of a highest-fuel-economy curve is indicated by broken line inFIG. 64. For instance, the fuel-economy map is defined in a rectangulartwo-dimensional coordinate system having an axis along which the enginespeed NE is taken, and an axis along which the engine torque Te istaken. The highest-fuel-economy curve is a curve which connects highestfuel economy points obtained by experimentation and which extendsthrough a lowest-fuel-consumption region represented by one ofiso-fuel-economy curves indicated by solid lines, as the engine speed NErises. The highest-fuel-economy curve may be defined by a group oflowest-fuel-consumption points. In FIG. 64, each of the iso-fuel-economycurves is defined by a series of points having an equal engine fuelconsumption ratio fe. One of the adjacent regions represented by theadjacent iso-fuel-economy curves, which one region is located inside theother, indicates a lower engine fuel consumption ratio fe, that is, ahigher fuel economy. Namely, the highest fuel economy region correspondsto a medium-speed high-load operating state of the engine 8.

The fuel-economy map indicated above is basically determined by thespecifications of the engine 8, and are influenced by a condition of thevehicle such as internal factors and external factors of the engine 8.Accordingly, the fuel-economy map changes with the internal and externalfactors of the engine such as a cooling water temperature, a catalysttemperature, a working oil temperature, and a burning state (that is, anair/fuel ratio indicative of a lean-burn state, a stoichiometric state,etc.). Therefore, the fuel-economy curve memory means 282 stores aplurality of fuel-economy maps on the basis of the above-indicatedinternal and external factors, or the stored single fuel-economy map ischanged in the real-time fashion on the basis of the internal andexternal factors. In this respect, the fuel-economy curve selectingmeans 280 may be considered to select one of the plurality of fueleconomy curves on the basis of the internal and external factors.

There will be briefly described a relationship between the fuelconsumption ratio fe and efficiency η of power transmission from theengine 8 to the drive wheels 38 (hereinafter referred to as “powertransmitting efficiency η”).

Generally, the fuel economy of an engine is represented by the fuelconsumption ratio fe, that is, an amount of fuel consumption per unitoutput×time (=unit work), and is usually expressed by grams of fuelconsumption per unit output per one hour, that is, g/ps·h or g/kW·h.Conceptually, the engine fuel consumption ratio fe is equal to fuelconsumption amount F/engine output Pe. Therefore, the fuel consumptionratio fe decreases or the fuel economy increases with a decrease in thefuel consumption amount F and with an increase in the engine output Pe.In other words, the fuel economy for a given value of the fuelconsumption amount F can be represented by the engine output Pe. Theengine output Pe is higher when the engine 8 is operated along thehighest-fuel-economy curve, than when the engine 8 is not operated alongthe highest-fuel-economy curve. In FIG. 64, the broken line indicatesthe highest-fuel-economy curve as the fuel-economy map when thetransmission mechanism 10 is operated in the continuously-variableshifting state, while the solid line indicates the fuel-economy map whenthe transmission mechanism 10 is operated in the step-variable shiftingstate. In the continuously-variable shifting state, the speed ratio iscontinuously changed such that the engine speed NE changes with respectto the vehicle speed V, along the highest-fuel-economy curve. In thestep-variable shifting state, the speed ratio changes in steps, so thatthe engine speed NE is held constant with respect to the vehicle speedV. Although the highest-fuel-economy curve indicated by the broken lineis used as the fuel-economy map in the continuously-variable shiftingstate, as distinguished from the fuel-economy map used in thestep-variable shifting state, for illustrative purpose, the fuel-economymap in the continuously-variable shifting state need not be consistentwith the highest-fuel-economy curve.

According to the fuel-economy maps described above, the engine outputPecvt during running of the vehicle in the continuously-variableshifting state is higher than the engine output Peu during running ofthe vehicle in the step-variable shifting state, for the same enginespeed NE, since the fuel economy during the vehicle running in thecontinuously-variable shifting state is closer to the highest fueleconomy curve. That is, the engine output Pecvt in thecontinuously-variable shifting state is always higher than the engineoutput Peu in the step-variable shifting state. Generally, a drive-wheeloutput Pw obtained by the drive wheels 38 is represented by engineoutput Pe×power transmitting efficiency η×system efficiency ηsys of thetransmission mechanism 10, and the drive-wheel output Pwcvt duringrunning of the vehicle in the continuously-variable shifting state isalways higher than the drive-wheel output Pwu during running of thevehicle in the step-variable shifting state, for the same value of aproduct of the power transmitting efficiency η and the system efficiencyηsys (the product η×ηsys being hereinafter referred to as “vehiclerunning efficiency ηt”). Accordingly, where the fuel economy isrepresented by a fuel consumption ratio fs=fuel consumption amountF/drive-wheel output Pw, the fuel economy of the vehicle is alwayshigher in the continuously-variable shifting state than in thestep-variable shifting state, for the same vehicle condition, that is,for the same vehicle speed V and for the same fuel consumption amount F.

Actually, however, the power transmitting efficiency η is generallyhigher in the step-variable shifting state in which the drive force istransmitted primarily through a mechanical power transmitting path, thanin the electrically established continuously-variable shifting state. Inthis respect, the drive-wheel output Pwcvt in the continuously-variableshifting state (=engine output Pecvt×power transmitting efficiencyηcvt×system efficiency ηsysc, in the continuously-variable shiftingstate) is not necessarily higher than the drive-wheel output Pwu in thestep-variable shifting state (=engine output Peu×power transmittingefficiency ηu×system efficiency ηsysu, in the step-variable shiftingstate), depending upon a difference between the engine output Pecvt inthe continuously-variable shifting state and the engine output Peu inthe step-variable shifting state, the power transmitting efficiency ηcvtand system efficiency ηsysc in the electrically establishedcontinuously-variable shifting state, and the power transmittingefficiency ηu and system efficiency ηsysu in the step-variable shiftingstate. Therefore, the fuel economy of the vehicle is not necessarilyhigher during the vehicle running in the continuously-variable shiftingstate than during the vehicle running in the step-variable shiftingstate. From another point of view, the vehicle running in thestep-variable shifting state having a higher power transmittingefficiency η is more advantageous in terms of the fuel economy, but thevehicle running in the continuously-variable shifting state in which thefuel economy is high particularly in a low- and medium-speed runningstate is more advantageous in terms of the fuel economy for the engineper se. In view of this fact, the present embodiment is arranged tocalculate the power transmitting efficiency ηcvt×system efficiency ηsyscin the continuously-variable shifting state, and the power transmittingefficiency ηu×system efficiency ηsysu in the step-variable shiftingstate, and to calculate the drive-wheel output Pwcvt in thecontinuously-variable shifting state and the drive-wheel output Pwu inthe step-variable shifting state, on the basis of the engine outputPecvt in the continuously-variable shifting state and the engine outputPeu in the step-variable shifting state, while taking account of thecalculated running efficiency values ηt, in particular, the powertransmitting efficiency values η, that is, while taking account of aninfluence of a difference of the running efficiency values ηt on thefuel economy. Thus, the fuel economy in the continuously-variableshifting state and the fuel economy in the step-variable shifting stateare compared with each other.

The system efficiency ηsysc in the continuously-variable shifting stateis obtained on the basis of efficiency values of the electric systemsuch as charging and discharging efficiency values of theelectric-energy storage device 60, efficiency of the electric wires andamount of electric energy consumption by the inverter 48, when thetransmission mechanism 10 is operated as the electrically controlledcontinuously variable transmission, and on the basis of a power loss ofthe oil pump and amount of energy consumption by optional devices. Thesystem efficiency ηsysu in the step-variable shifting state is obtainedon the basis of the power loss of the oil pump and amount of energyconsumption by the optional devices. In the present embodiment, however,those system efficiency values ηsysc and ηsysu are obtained byexperimentation and stored in memory.

The fuel-economy curve selecting means 280, which is arranged to selectthe fuel maps to be used in the continuously-variable and step-variableshifting states, which are selected in the fuel-economy curve memorymeans 282, is further arranged to read in the engine output Pecvt in thecontinuously-variable shifting state and the engine output Peu in thestep-variable shifting state, in the present vehicle condition, that is,at the present vehicle speed V, on the basis of the selectedfuel-economy maps, for example, the fuel-economy maps illustrated inFIG. 64. In other words, the engine output values P are obtainedaccording to the fuel-economy maps, for calculating the fuel consumptionratio values fs of the vehicle on the basis of the fuel consumptionratio values fe of the engine 8.

Power transmitting-efficiency calculating means 284 is arranged tocalculate the fuel consumption ratio values fs in thecontinuously-variable and step-variable shifting states of thetransmission mechanism 10, by calculating the running efficiency ηtcvt(power transmitting efficiency ηcvt×system efficiency ηsysc) in thecontinuously-variable shifting state, and the running efficiency ηtu(power transmitting efficiency ηu×system efficiency ηsysu) in thestep-variable shifting state, as the values of efficiency of powertransmission from the engine 8 to the drive wheels 38 in thecontinuously-variable and step-variable shifting states.

FIG. 65 indicates a stored relationship (map) for obtaining the powertransmitting efficiency η on the basis of a drive-force-related valuewhich relates to the vehicle speed V and the vehicle drive force. Brokeline A indicates an example of the power transmitting efficiency T1 inthe continuously-variable shifting state, which changes with the vehiclespeed V, more precisely, which increases with an increase in the vehiclespeed V, while solid line A indicates an example of the powertransmitting efficiency η in the step-variable shifting state. Brokenline B and solid line B indicate examples of the power transmittingefficiency values η when the drive-force-related value (e.g., outputtorque Tout) is increased with respect to that of the lines A. It willbe understood from FIG. 65 that the power transmitting efficiency ηchanges with a change of the output torque Tout, that is, increases withan increase in the output torque. The power transmitting efficiency ηincreases with an increase in the vehicle speed and an increase in theoutput torque, because the power transmission loss decreases with anincrease in the drive-wheel output Pw. Therefore, thepower-transmitting-efficiency calculating means 284 calculates the powertransmitting efficiency ηcvt in the continuously-variable shifting stateand the power transmitting efficiency ηu in the step-variable shiftingstate, on the basis of the actual vehicle speed, for example, thevehicle speed V and the drive-force-related value, and according to thestored relationship described above. Generally, the power transmittingefficiency ηcvt in the continuously-variable shifting state is about0.8, which is a power transmitting efficiency of an electricallycontrolled continuously variable transmission, including powertransmitting efficiency values of the first electric motor M1 and thesecond electric motor M2, and which is determined by taking account of apower loss of an electric power transmitting path. On the other hand,the power transmitting efficiency ηu is about 0.92, which is a powertransmitting efficiency of a step-variable transmission having amechanical power transmitting path. In the present embodiment, thosepower transmitting efficiency values ηcvt and ηu are changed as afunction of the vehicle condition, according to the stored relationship.

As previously described, the drive-force-related value indicated aboveis a parameter directly corresponding to the drive force of the vehicle,which may be the output torque T_(OUT) of the automatic transmissionportion 20, engine output torque Te or acceleration value of thevehicle, as well as the drive torque or drive force of drive wheels 38.The engine output torque Te may be an actual value calculated on thebasis of the operating angle of the accelerator pedal or the openingangle of the throttle valve (or intake air quantity, air/fuel ratio oramount of fuel injection) and the engine speed NE, or an estimated valueof a required vehicle drive force which is calculated on the basis ofthe amount of operation of the accelerator pedal by the vehicle operatoror the operating angle of the throttle valve. The increased toqueindicated in FIG. 65 is obtained not only when the output torque Tout isincreased, but also when any other drive-force-related value such as theoperating angle of the accelerator pedal or the opening angle of thethrottle valve is increased. The fuel injection amount, intake airquantity and intake negative pressure may also be considered as thetorque-related parameters. The increased torque is also obtained when aresistance to running of the vehicle is relatively high, for example,when the vehicle is running on an uphill. The running resistanceincludes a rolling resistance, an air resistance and an accelerationresistance. The rolling resistance and air resistance relate to thevehicle speed, while the acceleration resistance relates to theabove-described drive-force-related value. In this respect, the runningresistance of the vehicle may be considered as the drive-force-relatedvalue.

Fuel-consumption-ratio calculating means 286 is arranged to calculate,from time to time, the fuel consumption ratios fs of the vehicle in thecontinuously-variable and step-variable shifting states. For instance,the fuel-consumption-ratio calculating means 286 calculates the fuelconsumption ratio fscvt of the vehicle in the continuously-variableshifting state (fscvt=fuel consumption amount F/(engine outputPecvt×running efficiency ηtcvt in the continuously-variable shiftingstate), and the fuel consumption ratio fsu of the vehicle in thestep-variable shifting state (fsu fuel consumption amount F/(engineoutput Peu×running efficiency ηtu in the step-variable shifting state),on the basis of the engine output Pecvt and engine output Peu read bythe highest-fuel-economy curve selecting means 280, the runningefficiency ηtcvt and running efficiency ηtu calculated by thepower-transmitting-efficiency calculating means 284, and the fuelconsumption amount F detected by a fuel consumption sensor 290. Thus,the fuel-consumption-ratio calculating means 286 calculates the fuelconsumption ratio fs of the vehicle on the basis of the vehiclecondition in the form of the vehicle speed V and the drive-force-relatedvalue, for example.

Since the same fuel consumption amount F detected by the fuelconsumption sensor 290 is used to calculate the fuel consumption ratiovalues fs in the continuously-variable and step-variable shiftingstates, the fuel-consumption-ratio calculating means 286 may calculatethose fuel consumption ratio values fs, by using a stored constant valueof the fuel consumption amount F. In this case, the calculated fuelconsumption ratio values fs are not necessarily highly accurate and maybe considered to be “values relating to the fuel consumption ratio”, butit is advantageous in that the fuel consumption sensor 290 need notdetect the fuel consumption amount F, or the provision of the sensor 290is not necessary.

In this embodiment, the switching control means 50 places thetransmission mechanism 10 selectively in one of thecontinuously-variable shifting state and the step-variable shiftingstate, depending upon the shifting state in which the fuel consumptionratio is lower. The switching control means 50 includes shifting-statefuel-economy determining means 288, which is arranged to determine oneof the continuously-variable and step-variable shifting states in whichthe fuel consumption ratio is lower, that is, the fuel economy ishigher. On the basis of a result of this determination, the switchingcontrol means 50 places the transmission mechanism 10 in one of thecontinuously-variable and step-variable shifting states. Theshifting-state fuel-economy determining means 288 determines whether thefuel consumption ratio is lower (the fuel economy is higher) in thecontinuously-variable shifting state or in the step-variable shiftingstate, by comparing the fuel consumption ratio fscvt in thecontinuously-variable shifting state and the fuel consumption ration fsuin the step-variable shifting states, which have been calculated by thefuel-consumption-ratio calculating means 286.

Where the fuel-consumption-ratio calculating means 286 calculates thefuel consumption ratio values fs in the continuously-variable andstep-variable shifting states, by using the constant value of the fuelconsumption amount F of the vehicle, the shifting-state fuel-economydetermining means 288 may compare the drive-wheel output Pwcvt in thecontinuously-variable shifting state and the drive-wheel output valuePwu in the step-variable shifting state, with each other, to determinethe shifting state in which the fuel economy is higher. In this case,the fuel-consumption-ratio calculating means 286 is required tocalculate only the drive-wheel output values Pwcvt and Pwu in therespective continuously-variable and step-variable shifting states, asthe values relating to the fuel consumption ratio fs.

FIG. 66 is a flow chart illustrating one of major control operations ofthe electronic control device 40 in the present embodiment, that is, aswitching control of the transmission mechanism 10 on the basis of thefuel economy of the vehicle. This switching control is repeatedlyexecuted with an extremely short cycle time of about severalmilliseconds to several tens of milliseconds, for example.

Initially, step SB1 (hereinafter “step” being omitted) corresponding tothe highest-fuel-economy curve selecting means 280 is implemented toselect the fuel-economy maps of the engine 8 stored in the fuel-economycurve memory means 282, and read in the engine output Pecvt in thecontinuously-variable shifting state and the engine output Peu in thestep-variable shifting state, on the basis of the vehicle condition inthe form of the vehicle speed V, and according to the selectedfuel-economy maps. The fuel-economy maps change with the internal andexternal factors of the engine 8, such as changes of the cooling watertemperature and operating temperature of the engine, and the burningcondition of the engine (air/fuel ratio indicative of a lean burn state,a stoichiometric state, etc.).

Then, SB2 corresponding to the power-transmitting-efficiency calculatingmeans 284 is implemented to calculate the power transmitting efficiencyηcvt in the continuously-variable shifting state of the transmissionmechanism 10, on the basis of the vehicle condition in the form of theactual vehicle speed V and drive-force-related value, and according tothe stored relationship illustrated in FIG. 65 by way of example.Preferably, the running efficiency ηtcvt=power transmitting efficiencyηcvt×system efficiency ηsysc in the continuously-variable shifting stateis calculated on the basis of the power transmitting efficiency ηcvt andthe stored constant value of the system efficiency ηsysc. SB3corresponding to the fuel-consumption-ratio calculating means 286 isthen implemented to calculate the fuel consumption ratio fscvt=fuelconsumption amount F/(engine output Pecvt×running efficiency ηcvt) inthe continuously-variable shifting state, on the basis of the engineoutput Pecvt read in SB1 and the running efficiency ηtcvt calculated inSB2.

Then, SB4 corresponding to the power-transmitting-efficiency calculatingmeans 284 is implemented to calculate the power transmitting efficiencyηu in the step-variable shifting state of the transmission mechanism 10,on the basis of the vehicle condition in the form of the actual vehiclespeed V and drive-force-related value, and according to the storedrelationship illustrated in FIG. 65 by way of example. Preferably, therunning efficiency ηtu=power transmitting efficiency ηu×systemefficiency ηsysu in the step-variable shifting state is calculated onthe basis of the power transmitting efficiency ηu and the storedconstant value of the system efficiency ηsysu. SB5 corresponding to thefuel-consumption-ratio calculating means 286 is then implemented tocalculate the fuel consumption ratio fsu=fuel consumption amountF/(engine output Peu×running efficiency ηtu) in the step-variableshifting state, on the basis of the engine output Peu read in SB1 andthe running efficiency ηtu calculated in SB4.

SB6 corresponding to the shifting-state fuel-economy determining means288 is then implemented to determine one of the continuously-variableand step-variable shifting states in which the fuel consumption ratio fsis lower (the fuel economy is higher). This determination is made bycomparing the fuel consumption ratio fscvt in the continuously-variableshifting state calculated in SB3 and the fuel consumption ratio fsu inthe step-variable shifting state calculated in SB5, with each other.Preferably, SB6 is formulated to determine whether the fuel economy ishigher in the step-variable shifting state, that is, whether theoperation to switch the transmission mechanism 10 to the step-variableshifting state is advantageous in terms of the fuel economy.

If a negative decision is obtained in SB6, that is, if it is determinedin SB6 that the fuel economy is higher in the continuously-variableshifting state is higher, SB7 corresponding to the switching controlmeans 50 is implemented to command the hydraulic control unit 42 torelease the switching clutch C0 and switching brake B0, for therebyplacing the transmission mechanism 10 in the continuously-variableshifting state. At the same time, the hybrid control means 52 is enabledto effect the hybrid control, while the step-variable shifting controlmeans 54 is commanded to select and hold a predetermined one of the gearpositions, or to permit an automatic shifting control according to theshifting boundary line map (shown in FIG. 12, for example) stored in theshifting-map memory means 56. In the continuously-variable shiftingstate, therefore, the shifting portion 11 of switchable type functionsas the continuously variable transmission, and the automatictransmission portion 20 connected in series to the shifting portion 11functions as the step-variable transmission, so that the drive systemprovides a sufficient vehicle drive force, such that the speed of therotary motion transmitted to the automatic transmission portion 20placed in one of the first-speed, second-speed, third-speed andfourth-gear positions, namely, the rotating speed of the powertransmitting member 18 is continuously changed, so that the speed ratioof the drive system when the automatic transmission portion 20 is placedin one of those gear positions is continuously variable over apredetermined range. Accordingly, the speed ratio of the automatictransmission portion 20 is continuously variable through the adjacentgear positions, whereby the overall speed ratio γT of the transmissionmechanism 10 is continuously variable.

If an affirmative decision is obtained in SB6, that is, if it isdetermined in SB6 that the fuel economy is higher in the step-variableshifting state, SB8 corresponding to the switching control means 50 isimplemented to disable the hybrid control means 52 to effect the hybridcontrol or continuously-variable shifting control, and enable thestep-variable shifting control means 54 to effect the predeterminedstep-variable shifting control. In this case, the step-variable shiftingcontrol means 54 effects an automatic shifting control according to theshifting boundary line map (shown in FIG. 12, for example) stored theshifting-map memory means 56. FIG. 2 indicates the combinations of theoperating states of the hydraulically operated frictional couplingdevices C0, C1, C2, B0, B1, B2 and B3, which are selectively engaged foreffecting the step-variable shifting control. In this step-variableautomatic shifting control mode, the shifting portion 11 of switchabletype functions as the auxiliary transmission having a fixed speed ratioγ0 of 1, with the switching clutch C0 placed in the engaged state, whenthe drive system is placed in any one of the first-speed positionthrough the fourth-speed position. When the drive system is placed inthe fifth-speed position, the switching brake B0 is engaged in place ofthe switching clutch C0, so that the shifting portion 11 of switchabletype functions as the auxiliary transmission having a fixed speed ratioγ0 of about 0.7. In the step-variable automatic shifting control mode,therefore, the transmission mechanism 10 which includes the shiftingportion 11 functioning as the auxiliary transmission, and the automatictransmission portion 20, functions as a so-called step-variableautomatic transmission.

Thus, the transmission mechanism 10, which may function as anelectrically controlled continuously variable transmission that isgenerally considered to have a high degree of fuel economy, isselectively placed in the continuously-variable or step-variableshifting state in which the fuel economy of the vehicle is higher.Accordingly, the fuel economy is further improved.

In the present embodiment described above, the transmission mechanism 10of switchable type which is switchable between the continuously-variableshifting state in which the mechanism 10 is operable as an electricallycontrolled continuously-variable transmission and the step-variableshifting state in which the mechanism 10 is operable as a step-variabletransmission, is controlled by the switching control means 50 (SB6, SB7,SB8), so as to be placed selectively in one of the continuously-variableshifting state and the step-variable shifting state, in which the fuelconsumption ratio f is lower. Accordingly, the vehicle can be run withimproved fuel economy.

The present embodiment is further arranged such that thefuel-consumption-ratio calculating means 286 (SB3, SB5) calculates, fromtime to time, the fuel consumption ratio values f on the basis of thevehicle condition such as the vehicle speed V and thedrive-force-related value. That is, the fuel consumption ratio values fin the continuously-variable shifting state and the step-variableshifting state are calculated in a real-time fashion, to place thetransmission mechanism 10 in one of the continuously-variable andstep-variable shifting states in which the fuel economy is higher.

In the present embodiment, the fuel consumption ratio values f arecalculated on the basis of the fuel consumption ratio fe of the engine 8which is obtained according to the stored relationship illustrated inFIG. 64 by way of example. Accordingly, the fuel consumption ratiovalues fs of the vehicle are adequately calculated by thefuel-consumption-ratio calculating means 286.

The present embodiment is further arranged such that the fuelconsumption ratio values f calculated on the basis of the vehiclecondition are obtained by taking account of the efficiency η of powertransmission from the engine 8 to the drive wheels 38, which iscalculated by the power-transmitting-efficiency calculating means 284(SB2, SB4). Accordingly, the fuel consumption ratio values f areadequately calculated by the fuel-consumption-ratio calculating means286.

The present embodiment is further arranged such that the fuelconsumption ratio values f are adequately calculated by thefuel-consumption-ratio calculating means 286, on the basis of the powertransmitting efficiency T1 which changes with the running resistance ofthe vehicle, for example, with an increase in the vehicle load as in thevehicle running on an uphill.

The present embodiment is further arranged such that the fuelconsumption ratio values f are adequately calculated by thefuel-consumption-ratio calculating means 286, on the basis of the powertransmitting efficiency η which changes with the vehicle speed V.

The present embodiment is further arranged such that the fuelconsumption ratio values f are adequately calculated by thefuel-consumption-ratio calculating means 286, on the basis of the powertransmitting efficiency η which changes with the drive-force-relatedvalue of the vehicle.

Further, the present embodiment has an advantage that the powerdistributing mechanism 16 is simply constituted with a reduced dimensionin its axial direction, by the first planetary gear set 24 ofsingle-pinion type having three elements consisting of the first carrierCA1, first sun gear S1 and first ring gear R1. In addition, the powerdistributing mechanism 16 is provided with the hydraulically operatedfrictional coupling devices in the form of the switching clutch C0operable to connect the first sun gear S1 and the first carrier CA1 toeach other, and the switching brake B0 operable to fix the first sungear S1 to the transmission casing 12. Accordingly, the transmissionmechanism 10 is easily controlled by the switching control means 50, soas to be placed selectively in the continuously-variable shifting stateand the step-variable shifting state.

The present embodiment is further arranged such that the automatictransmission portion 20 is disposed in series between the powerdistributing mechanism 16 and the drive wheels 38, and that the overallspeed ratio of the transmission mechanism 10 is determined by a speedratio of the power distributing mechanism 16, that is, a speed ratio ofthe shifting portion 11 of switchable type, and a speed ratio of theautomatic transmission portion 20. Accordingly, the drive force isavailable over a wide range of speed ratio, by utilizing the speed ratioof the automatic transmission portion 20, so that the efficiency ofoperation of the shifting portion 11 of switchable type in itscontinuously-variable shifting state, that is, the efficiency of thehybrid control can be improved.

The present embodiment has a further advantage that the transmissionmechanism 10 provides an overdrive gear position or the fifth-gearposition having a speed ratio lower than 1, when the transmissionmechanism 10 is placed in the step-variable shifting state in which theshifting portion 11 of switchable type functions as if it were a part ofthe automatic transmission portion 20.

The present embodiment has another advantage that the second electricmotor M2 is connected to the power transmitting member, which is aninput rotary member of the automatic transmission portion 20, so thatthe required input torque of the automatic transmission portion 20 canbe made lower than the torque of its output shaft 22, making it possibleto reduce the required size of the second electric motor M2.

Embodiment 21

FIG. 67 is a functional block diagram illustrating major controlfunctions performed by the electronic control device 40 according toanother embodiment of this invention, which is a modification of theembodiment of FIG. 63.

FIG. 68 shows an example of a shifting boundary line map (shifting mapor relationship) which is stored in the shifting-map memory means 56 andwhich is used for determining whether the automatic transmission portion20 should be shifted. The shifting boundary line map consists of shiftboundary lines in a rectangular two-dimensional coordinate system usingthe vehicle speed V and the drive-force-related value in the form of theoutput torque Tout as control parameters. In FIG. 68, solid lines areshift-up boundary lines, and one-dot chain lines are shift-down boundarylines. The shifting boundary line map shown in FIG. 68 is similar tothat shown in FIG. 12, but is different from that of FIG. 12 in that thecontinuously-variable shifting region in which the transmissionmechanism 10 is placed in the continuously-variable shifting state andthe step-variable shifting region in which the transmission mechanism 10is placed in the step-variable shifting state are determined byconsidering which one of the fuel consumption ratio values fs in thecontinuously-variable and step-variable shifting states is lower.

Namely, FIG. 68 also shows an example of a stored switching boundaryline map (switching map or relationship) which uses the vehicle speed Vand the drive-force-related value in the form of the output torque Toutas the control parameters, and which is formulated to place thetransmission mechanism 10 in one of the continuously-variable shiftingstate and the step-variable shifting state in which the fuel consumptionratio fs is lower. In FIG. 68, broken lines and one-dot chain lines thatare offset with respect to the broken lines by a suitable amount ofcontrol hysteresis indicate boundary lines which define thecontinuously-variable and step-variable shifting regions and which areobtained by experimentation conducted to determine which one of the fuelconsumption ratio values fs in the continuously-variable andstep-variable shifting states of the transmission mechanism 10 is lower.Thus, FIG. 68 shows both the shifting map and the switching map in thesame two-dimensional coordinate system, which are stored together in theshifting-map memory means 56. The shifting map and the switching map maybe defined in respective different two-dimensional coordinate systems,and the switching map may be stored in memory means other than theshifting-map memory means 56, for example, in switching-map memory meansnot shown.

The switching control means 50 in the present embodiment is not arrangedto determine the shifting state of the transmission mechanism on thebasis of the fuel consumption ratio values f in the manner describedabove with respect to the preceding embodiment, but is arranged to placethe transmission mechanism 10 selectively in one of thecontinuously-variable shifting state and the step-variable shiftingstate, on the basis of the present vehicle condition in the form of theactual vehicle speed V and output torque T_(out), and according to theswitching map shown in FIG. 68 by way of example, which is stored in theshifting-map memory means 56.

Thus, the transmission mechanism 10, which may function as anelectrically controlled continuously variable transmission that isgenerally considered to have a high degree of fuel economy, isselectively placed in the continuously-variable or step-variableshifting state in which the fuel economy of the vehicle is higher.Accordingly, the fuel economy is further improved. Unlike the precedingembodiment arranged to calculate the fuel consumption ratio values ffrom time to time, the present embodiment permits an easy control of thetransmission mechanism, resulting in a reduced control load of theelectronic control device 40.

In the present embodiment described above, the transmission mechanism 10is placed selectively in one of the continuously-variable andstep-variable shifting states, on the basis of the vehicle condition inthe form of the vehicle speed V and the output torque Tout, andaccording to the stored relationship shown in FIG. 68 which defines theshifting regions corresponding to the respective continuously-variableand step-variable shifting states such that the transmission mechanism10 is placed in one of the continuously-variable and step-variableshifting states in which the fuel consumption ratio f is lower.Accordingly, the shifting state of the transmission mechanism 10 iseasily selected so as to improve the fuel economy.

Embodiment 22

FIG. 69 is a functional block diagram illustrating major controlfunctions of the electronic control device 40 in another embodiment ofthis invention, which is another modification of the embodiment of FIG.63.

As shown in FIG. 69, the switching control means 50 further includeshigh-speed-running determining means 62, high-output-running determiningmeans 64 and electric-path-function diagnosing means 66. The switchingcontrol means 50 is arranged to place the transmission mechanism 10 inthe step-variable shifting state, on the basis of the predeterminedvehicle condition, but not on the basis of the fuel consumption ratio fused in the preceding embodiments.

The high-speed-running determining means 62 is arranged to determinewhether the actual running speed V of the hybrid vehicle has reached apredetermined speed value V1, which is an upper limit value above whichit is determined that the vehicle is in a high-speed running state. Thehigh-output-running determining means 64 is arranged to determinewhether a drive-force-related value such as the output torque Tout ofthe automatic transmission portion 20 relating to the vehicle driveforce has reached a predetermined torque or drive-force value T1, whichis an upper limit value above which it is determined that the vehicle isin a high-output running state. Namely, the high-output-runningdetermining means 64 determines whether the vehicle is running with ahigh output, on the basis of a drive-force-related parameter whichdirectly or indirectly represents the drive force with which the vehicleis driven. The electric-path-function diagnosing means 66 is arranged todetermine whether the control components of the transmission mechanism10 that are operable to establish the continuously-variable shiftingstate have a deteriorated function. This determination by the diagnosingmeans 66 is based on the functional deterioration of the componentsassociated with the electric path through which an electric energygenerated by the first electric motor M1 is converted into a mechanicalenergy. For example, the determination is made on the basis of afailure, or a functional deterioration or defect due to a failure or lowtemperature, of any one of the first electric motor M1, second electricmotor M2, inverter 58, electric-energy storage device 60 and electricconductors connecting those components.

The upper vehicle-speed limit V1 is obtained by experimentation andstored in memory, to detect the high-speed running state of the vehiclein which the transmission mechanism 10 is switched to the step-variableshifting state, since the fuel economy in the high-speed running stateis higher in the step-variable shifting state than in thecontinuously-variable shifting state, that is, to prevent a possibilityof deterioration of the fuel economy if the transmission mechanism 10were placed in the continuously-variable shifting state in thehigh-speed running of the vehicle. Thus, the transmission mechanism 10is placed in the step-variable shifting state, not on the basis of thefuel consumption ratio value f used in the preceding embodiments, but onthe basis of the actual vehicle speed as compared with the predeterminedupper limit V1.

The upper output-torque limit T1 is determined depending upon theoperating characteristics of the first electric motor M1, which issmall-sized and the maximum electric energy output of which is maderelatively small so that the reaction torque of the first electric motorM1 is not so large when the engine output is relatively high in thehigh-output running state of the vehicle. Namely, the upperoutput-torque limit T1 is determined to detect the high-output runningstate of the vehicle in which the transmission mechanism 10 should beswitched to the step-variable shifting state, that is, to detect thehigh-output running state of the vehicle in which the transmissionmechanism 10 should not be operated as an electrically controlledcontinuously variable transmission and in which the engine output ishigher than a predetermined upper limit determined based on the nominaloutput of the electric motor. Thus, the transmission mechanism 10 isplaced in the step-variable shifting state, not on the basis of the fuelconsumption ratio value f used in the preceding embodiments, but on thebasis of the actual output torque as compared with the predeterminedupper limit T1.

The switching control means 50 determines that the vehicle state is inthe step-variable shifting region, in any one of the followingconditions or cases: where the high-speed-running determining means 62has determined that the vehicle is in the high-speed running state;where the high-output-running determining means 64 has determined thatthe vehicle is in the high-output running state, that is, in thehigh-torque running state; and where the electric-path-functiondiagnosing means 66 has determined that the electric path function isdeteriorated. In this case, the switching control means 50 determinesthat the vehicle is in the step-variable shifting region in which thetransmission mechanism 10 should be switched to the step-variableshifting state, disables the hybrid control means 52 to operate, thatis, inhibits the hybrid control means 52 from effecting the hybridcontrol or continuously-variable shifting control, and commands thestep-variable shifting control means 54 to perform predeterminedstep-variable shifting control operations. Thus, the switching controlmeans 50 places the transmission mechanism 10 in the step-variableshifting state, on the basis of the predetermined condition, and placesthe shifting portion 11 of switchable type in one of the two gearpositions, so that the shifting portion 11 functions as an auxiliarytransmission, while the automatic transmission portion 20 connected inseries to the shifting portion 11 functions as a step-variabletransmission, whereby the transmission mechanism 10 as a whole functionsas a so-called step-variable automatic transmission.

The switching control means 50 may be arranged to select one of theswitching clutch C0 and switching brake B0 which is to be engaged, suchthat the switching clutch C0 is engaged when the high-output-runningdetermining means 64 has determined that the vehicle is in thehigh-output running state, while the switching brake B0 is engaged whenthe high-speed-running determining means 62 has determined that thevehicle is in the high-speed running state. However, the fifth-gearposition is selected, the switching control means 50 determines that theswitching brake B0 should be engaged, even when the vehicle is in thehigh-output running state.

FIG. 70 shows a switching map stored in the shifting-map memory means56, which is used to determine one of the continuously-variable shiftingstate and the step-variable shifting state, in which the fuel economy ishigher than in the other shifting state. This switching map consists ofboundary lines between the continuously-variable shifting region and thestep-variable shifting region, which are defined in a rectangulartwo-dimensional coordinate system having an axis along which the enginespeed NE is taken and an axis along which the engine torque TE is taken.The switching control means 50 may use this switching map of FIG. 70, inplace of the predetermined conditions described above, to determinewhether the transmission mechanism 10 should be switched to thestep-variable shifting state, on the basis of the engine speed NE andengine torque TE. That is, the switching control means 50 may bearranged to determine whether the vehicle condition represented by theactual engine speed NE and engine torque TE is in the sep-variableshifting region, and to place the transmission mechanism 10 in thestep-variable shifting region when the vehicle condition is in thestep-variable shifting region, irrespective of the calculated fuelconsumption ratio values.

That is, the relationship of FIG. 70 indicates a region corresponding tothe regions in which the vehicle speed and output torque are not lowerthan the upper limit V1 and upper output torque limit T1, namely, ahigh-torque region in which the engine torque TE is not lower than apredetermined upper limit TE1, a high-speed region in which the enginespeed NE is not lower than an upper limit NE1, or a high-output regionin which the engine output represented by the engine torque TE andengine speed NE is not lower than a predetermined upper limit. Thisrelationship is obtained by experimentation and stored in memory, todetermine whether the transmission mechanism 10 should be switched tothe step-variable shifting state, without relying on the fuelconsumption ratio values f used in the preceding embodiments.

In the present embodiment described above, the switching control means50 places the transmission mechanism 10 in the step-variable shiftingstate when the actual vehicle speed has exceeded the predetermined upperlimit V1. Accordingly, while the actual vehicle speed V is higher thanthe upper limit V1 above which the vehicle is in the high-speed runningstate in which the fuel economy is higher in the step-variable shiftingstate of the transmission mechanism 10, the output of the engine istransmitted to the drive wheels primarily through the mechanical powertransmitting path, so that the fuel economy of the vehicle is improvedowing to reduction of a loss of conversion of the mechanical energy intothe electric energy, which would take place when the transmissionmechanism 10 is operated as the electrically controlled continuouslyvariable transmission.

The present embodiment is further arranged such that the switchingcontrol means 50 places the transmission mechanism 10 in thestep-variable shifting state when the actual output torque Tout hasexceeded the upper limit T1. Accordingly, while the actual output torqueTout is higher than the upper limit T1 above which the vehicle is in thehigh-output running state in which engine output is higher than apredetermined upper limit determined based on the nominal rating of thefirst electric motor M1 and in which the transmission mechanism 10should not be operated as an electrically controlled continuouslyvariable transmission, the output of the engine 8 is transmitted to thedrive wheels 38 primarily through the mechanical power transmittingpath. Thus, the transmission mechanism 10 is operated as theelectrically controlled continuously variable transmission only when thevehicle is in the low- or medium-output running state, so that themaximum amount of electric energy that must be generated by the firstelectric motor M1 can be reduced, whereby the required output capacityof the first electric motor M1 can be reduced, making it possible tominimize the required sizes of the first electric motor M1 and thesecond electric motor M2, and the required size of the drive systemincluding those electric motors.

The present embodiment is further arranged such that the switchingcontrol means 50 places the transmission mechanism 10 in thestep-variable shifting state, when it is determined that a predetermineddiagnosing condition indicative of functional deterioration of thecontrol components that are operable to place the transmission mechanism10 in the electrically controlled continuously-variable shifting stateis satisfied. Thus, the vehicle can be run with the transmissionmechanism 10 operating in the step-variable shifting state, even whenthe transmission mechanism cannot be normally operated in thecontinuously-variable shifting state.

Embodiment 23

FIG. 71 is a functional block diagram illustrating major controlfunctions performed by the electronic control device 40 in anotherembodiment of this invention. In FIG. 71, the step-variable controlmeans 54 is arranged to determine whether a shifting action of thestep-variable shifting portion 20 should take place, that is, determinethe gear position to which the step-variable shifting portion 20 shouldbe shifted. This determination is made on the basis of the vehiclecondition represented by the vehicle speed V and the output torqueT_(OUT) of the step-variable shifting portion 20, and according to ashifting boundary line map (shifting map) which is indicated by solidand one-dot chain lines in FIG. 12 and stored in the shifting-map memorymeans 56.

In the present embodiment, the hybrid control means 52 is arranged tocontrol the engine 8 to be operated with high efficiency while thetransmission mechanism 10 is placed in the continuously-variableshifting state, that is, while the differential portion 11 is placed inits differential state. The hybrid control means 52 is further arrangedto control the speed ratio γ0 of the differential portion 11 operatingas an electrically controlled continuously variable transmission, so asto establish an optimum proportion of the drive forces produced by theengine 8 and the second electric motor M2, and to optimize a reactionforce generated during generation of an electric energy by the firstelectric motor M1. For instance, the hybrid control means 52 calculatesthe output as required by the vehicle operator at the present runningspeed of the vehicle, on the basis of an operating amount A_(cc) of theaccelerator pedal and the vehicle speed V, and calculate a requiredvehicle drive force on the basis of the calculated required output and arequired amount of generation of the electric energy. On the basis ofthe calculated required vehicle drive force, the hybrid control means 52calculates desired speed N_(E) and total output of the engine 8, andcontrols the actual output of the engine 8 and the amount of generationof the electric energy by the first electric motor M1, according to thecalculated desired speed and total output of the engine.

The hybrid control means 52 is arranged to effect the above-describedhybrid control while taking account of the presently selected gearposition of the step-variable shifting portion 20, so as to improve thefuel economy of the engine. In the hybrid control, the differentialportion 11 is controlled to function as the electrically controlledcontinuously-variable transmission, for optimum coordination of theengine speed N_(E) and vehicle speed V for efficient operation of theengine 8, and the rotating speed of the power transmitting member 18determined by the selected gear position of the step-variable shiftingportion 20. That is, the hybrid control means 52 determines a targetvalue of the overall speed ratio γT of the transmission mechanism 10, sothat the engine 8 is operated according a stored highest-fuel-economycurve that satisfies both of the desired operating efficiency and thehighest fuel economy of the engine 8. The hybrid control means 52controls the speed ratio γ0 of the differential portion 11, so as toobtain the target value of the overall speed ratio γT, so that theoverall speed ratio γT can be controlled within a predetermined range,for example, between 13 and 0.5.

In the hybrid control, the hybrid control means 52 supplies the electricenergy generated by the first electric motor M1, to the electric-energystorage device 60 and second electric motor M2 through the inverter 58.That is, a major portion of the drive force produced by the engine 8 ismechanically transmitted to the power transmitting member 18, while theremaining portion of the drive force is consumed by the first electricmotor M1 to convert this portion into the electric energy, which issupplied through the inverter 58 to the second electric motor M2, orsubsequently consumed by the first electric motor M1. A drive forceproduced by an operation of the second electric motor M1 or firstelectric motor M1 with the electric energy is transmitted to the powertransmitting member 18. Thus, the drive system is provided with anelectric path through which an electric energy generated by conversionof a portion of a drive force of the engine 8 is converted into amechanical energy. This electric path includes components associatedwith the generation of the electric energy and the consumption of thegenerated electric energy by the second electric motor M2. It is alsonoted that the hybrid control means 52 is further arranged to establisha motor drive mode in which the vehicle is driven with only the electricmotor (e.g., second electric motor M2) used as the drive power source,by utilizing the electric CVT function (differential function) of thedifferential shifting portion 11, irrespective of whether the engine 8is in the non-operated state or in the idling state. The hybrid controlmeans 52 can establish the motor drive mode by operation of the firstelectric motor M1 and/or the second electric motor M2, even when thedifferential portion 11 is placed in the step-variable shifting state(fixed-speed-ratio shifting state) while the engine 8 is in itsnon-operated state.

The hybrid control means 52 is also arranged to effect a regenerativebraking control to adjust an amount of generation of an electric energyby the electric motor M1 and/or electric motor M2, on the basis of thevehicle speed and/or an amount of operation of a braking device, duringdeceleration or braking of the vehicle. In this regenerative brakingcontrol, the electric energy generated by the electric motor M1 and/orelectric motor M2 is stored in the electric energy-storage device 50through the inverter 58.

FIG. 54 shows an example of a stored relationship, namely, a boundaryline p) which defines an engine drive region and a motor drive regionand which is used to select one of the engine 8 and the electric motorsM1, M2, as the drive power source (one of the engine drive mode and themotor drive mode). That is, the stored relationship is represented by adrive-power-source switching boundary line map (drive-power-source map)in a rectangular two-dimensional coordinate system using the vehiclespeed V and the drive-force-related value in the form of the outputtorque T_(OUT) as control parameters. FIG. 54 also shows a one-dot chainline which is located inside the solid boundary line, by a suitableamount of control hysteresis. For example, the drive-power-sourceswitching boundary line map shown in FIG. 54 is stored in theshifting-map memory means 56. As is apparent from FIG. 54, the hybridcontrol means 52 selects the motor drive mode when the output torqueT_(OUT) is comparatively small, or when the vehicle speed iscomparatively low, that is, when the vehicle load is in a comparativelylow range in which the operating efficiency of the engine is generallylower than in a comparatively high range.

For reducing a tendency of dragging of the engine 8 held in itsnon-operated state with a fuel-cut control in the motor drive mode, forthereby improving the fuel economy, the hybrid control means 52 controlsthe differential portion 11 so that the engine speed N_(E) is heldsubstantially zero, that is, held zero or close to zero, owing to thedifferential function of the differential portion 11. Where the vehicleis run with the output torque of the second electric motor M2, forexample, the first electric motor M1 is freely rotated in the negativedirection so that the engine speed N_(E) (rotating speed of the firstcarrier CA1) is held substantially zero while the second electric motorM2 is operated at a speed corresponding to the vehicle speed V.

The high-speed-gear determining means 68 is arranged to determinewhether the gear position which is selected on the basis of the vehiclecondition and according to the shifting boundary line map shown in FIG.12 and stored in the shifting-map memory means 56 and to which the drivetransmission mechanism 10 should be shifted is the high-speed-gearposition, for example, the fifth-gear position. This determination bythe high-speed-gear determining means 68 is made to determine which oneof the switching clutch C0 and brake B0 should be engaged to place thetransmission mechanism 10 in the step-variable shifting state.

The switching control means 50 is arranged to place the transmissionmechanism 10 selectively one of the continuously-variable shifting stateand the step-variable shifting state, by determining whether the vehiclecondition represented by the vehicle speed V and the output torqueT_(OUT) is in the continuously-variable shifting region in which thetransmission mechanism 10 should be placed in the continuously-variableshifting state, or in the step-variable shifting state in which thetransmission mechanism 10 should be placed in the step-variable shiftingstate. This determination is made according to the switching boundaryline map (switching map or relationship indicated by broken and two-dotchain lines in FIG. 12, which map is stored in the shifting-map memorymeans 56.

When the switching control means 50 determines that the vehiclecondition is in the continuously-variable shifting region, the switchingcontrol means 50 disables the hybrid control means 52 effect a hybridcontrol or continuously-variable shifting control, and enablesstep-variable shifting control means 54 to effect a predeterminedstep-variable shifting control. In this case, the step-variable shiftingcontrol means 54 effects an automatic shifting control according to theshifting boundary line map shown in FIG. 12 and stored in shifting-mapmemory means 56. FIG. 2 indicates the combinations of the operatingstates of the hydraulically operated frictional coupling devices C0, C1,C2, B0, B1, B2 and B3, which are selectively engaged for effecting thestep-variable shifting control. In this automatic step-variable shiftingcontrol mode, the transmission mechanism 10 as a whole consisting of thedifferential portion 11 and the step-variable shifting portion 20functions as a so-called “step-variable automatic transmission”, thegear positions of which are established according to the table ofengagement of the frictional coupling devices shown in FIG. 2.

When the high-speed-gear determining means 68 determines that thefifth-gear position should be established as the high-gear position, theswitching control means 50 commands the hydraulic control unit 42 torelease the switching clutch C0 and engage the switch brake B0, so thatthe differential portion 11 functions as an auxiliary transmissionhaving a fixed speed ratio γ0, for example, a speed ratio γ0 of 0.7,whereby the transmission mechanism 10 as a whole is placed in aso-called “overdrive gear position” having a speed ratio lower than 1.0.When the high-speed-gear determining means 68 determines that a gearposition other than the fifth-gear position should be established, theswitching control means 50 commands the hydraulic control unit 42 toengage the switching clutch C0 and release the switching brake B0, sothat the differential portion 11 functions as an auxiliary transmissionhaving a fixed speed ratio γ0, for example, a speed ratio γ0 of 1,whereby the transmission mechanism 10 as a whole is placed in a low-gearposition the speed ratio of which is not lower than 1.0. Thus, thetransmission mechanism 10 is switched to the step-variable shiftingstate, by the switching control means 50, and the differential portion11 placed in the step-variable shifting state is selectively placed inone of the two gear positions, so that the differential portion 11functions as the auxiliary transmission, while at the same time thestep-variable shifting portion 20 connected in series to thedifferential portion 11 functions as the step-variable transmission,whereby the transmission mechanism 10 as a whole functions as aso-called “step-variable automatic transmission portion”.

When the switching control means 50 determines that the vehiclecondition is in the continuously-variable shifting region for placingthe transmission mechanism 10 in the continuously-variable shiftingstate, on the other hand, the switching control means 50 commands thehydraulic control unit 42 to release the switching clutch C0 and theswitching brake B0 for placing the differential portion 11 in thecontinuously-variable shifting state, so that the transmission mechanism10 as a whole is placed in the continuously-variable shifting state. Atthe same time, the switching control means 50 enables the hybrid controlmeans 52 to effect the hybrid control, and commands the step-variableshifting control means 54 to select and hold a predetermined one of thegear positions, or to permit an automatic shifting control according tothe step-variable-shifting control map of FIG. 12 stored in theshifting-map memory means 56. In the latter case, the variable-stepshifting control means 54 effects the automatic shifting control bysuitably selecting the combinations of the operating states of thefrictional coupling devices indicated in the table of FIG. 2, except thecombinations including the engagement of the switching clutch C0 andbrake B0. Thus, the differential portion 11 placed in thecontinuously-variable shifting state under the control of the switchingcontrol means 50 functions as the continuously variable transmissionwhile the step-variable shifting portion 20 connected in series to thedifferential portion 11 functions as the step-variable transmission, sothat the drive system provides a sufficient vehicle drive force, suchthat the speed of the rotary motion transmitted to the step-variableshifting portion 20 placed in one of the first-speed, second-speed,third-speed and fourth-gear positions, namely, the rotating speed of thepower transmitting member 18 is continuously changed, so that the speedratio of the drive system when the step-variable shifting portion 20 isplaced in one of those gear positions is continuously variable over apredetermined range. Accordingly, the speed ratio of the step-variableshifting portion 20 is continuously variable through the adjacent gearpositions, whereby the overall speed ratio γT of the transmissionmechanism 10 as a whole is continuously variable.

The control maps shown in FIG. 12 will be described in detail. Solidlines in FIG. 12 are shift-up boundary lines, while one-dot chain linesare shift-down boundary lines. Broken lines in FIG. 12 indicate an uppervehicle-speed limit V1 and an upper output-torque limit T1 which areused to determine whether the vehicle condition is in the step-variableshifting region or the continuously-variable shifting region. That is,the broke lines in FIG. 12 are a predetermined upper vehicle-speed limitline consisting of a series of upper speed limits V1 for determiningwhether the hybrid vehicle is in the high-speed running state, and apredetermined upper output limit line consisting of a series of upperoutput limits in the form of upper limits T1 of the output torqueT_(OUT) of the step-variable shifting portion 20 as adrive-force-related value for determining whether the hybrid vehicle isin the high-output running state. Two-dot chain lines also shown in FIG.12 are limit lines which are offset with respect the broken lines, by asuitable amount of control hysteresis, so that the broken lines and thetwo-dot chain lines are selectively used as the boundary lines definingthe step-variable shifting region and the continuously-variable shiftingregion. These boundary lines of FIG. 12 are stored switching boundaryline maps (switching maps or relationships) each of which includes theupper vehicle-speed limit V1 and the upper output torque limit T1 and isused by the switching control means 50 to determine whether the vehiclecondition is in the step-variable shifting region orcontinuously-variable shifting region, on the basis of the vehicle speedV and the output torque T_(OUT). These switching boundary line maps maybe included in the shifting maps stored in the shifting-map memory means56. The switching boundary line maps may include at least one of theupper vehicle-speed limit V1 and the upper output-torque limit T1, andmay use only one of the vehicle speed V and the output torque T_(OUT) asa control parameter. The shifting boundary line maps, switching boundaryline maps, etc. described above may be replaced by equations forcomparison of the actual value of the vehicle speed V with the uppervehicle-speed limit V1, and equations for comparison of the actual valueof the output torque T_(OUT) with the upper output-torque limit T1.

The upper vehicle-speed limit V1 is determined so that the transmissionmechanism 10 is placed in the step-variable shifting state while thevehicle speed V is higher than the upper limit V1. This determination iseffective to minimize a possibility of deterioration of the fuel economyof the vehicle if the transmission mechanism 10 were placed in thecontinuously-variable shifting state at a relatively high running speedof the vehicle. The upper output-torque limit T1 is determined dependingupon the operating characteristics of the first electric motor M1, whichis small-sized and the maximum electric energy output of which is maderelatively small so that the reaction torque of the first electric motorM1 is not so large when the engine output is relatively high in thehigh-output running state of the vehicle.

FIG. 8 shows a switching boundary line map (switching map orrelationship) which is stored in the shifting-map memory means 56 andwhich has switching boundary lines in the form of engine output linesdefining a step-variable shifting region and a continuously-variableshifting region one of which is selected by the switching control means50 on the basis of parameters consisting of the engine speed N_(E) andengine torque T_(E). The switching control means 50 may use theswitching boundary line map of FIG. 8 in place of the switching boundaryline map of FIG. 12, to determine whether the vehicle conditionrepresented by the engine speed N_(E) and engine torque T_(E) is in thecontinuously-variable shifting region or in the step-variable shiftingregion. The broken lines in FIG. 12 can be generated on the basis of theswitching boundary line map of FIG. 8. In other words, the broken linesof FIG. 12 are switching boundary lines which are defined on the basisof the relationship (map) of FIG. 8, in the rectangular two-dimensionalcoordinate system having parameters consisting of the vehicle speed Vand the output torque T_(OUT).

As shown in FIG. 12, the step-variable shifting region is set to be ahigh output-torque region in which the output torque T_(OUT) is notlower than the upper output-torque limit T1, and a high vehicle-speedregion in which the vehicle speed V is not lower than the uppervehicle-speed limit V1. Accordingly, the step-variable shifting controlis effected when the vehicle is in a high-output running state with acomparatively high output of the engine 8 or when the vehicle is in ahigh-speed running state, while the continuously-variable shiftingcontrol is effected when the vehicle is in a low-output running statewith a comparatively low output of the engine 8 or when the vehicle isin a low-speed running state, that is, when the engine 8 is in a normaloutput state. Similarly, the step-variable shifting region indicated inFIG. 8 is set to be a high-torque region in which the engine outputtorque T_(E) is not lower than a predetermined value T_(E1), ahigh-speed region in which the engine speed N_(E) is not lower than apredetermined value N_(E1), or a high-output region in which the engineoutput determined by the output torque T_(E) and speed N_(E) of theengine 8 is not lower than a predetermined value. Accordingly, thestep-variable shifting control is effected when the torque, speed oroutput of the engine 8 is comparatively high, while thecontinuously-variable shifting control is effected when the torque,speed or output of the engine is comparatively low, that is, when theengine is in a normal output state. The switching boundary lines in FIG.8, which defines the step-variable shifting region and thecontinuously-variable shifting region, function as an uppervehicle-speed limit line consisting of a series of upper vehicle-speedlimits, and an upper output limit line consisting of a series of upperoutput limits.

Therefore, when the vehicle is in a low- or medium-speed running stateor in a low- or medium-output running state, the transmission mechanism10 is placed in the continuously-variable shifting state, assuring ahigh degree of fuel economy of the vehicle. When the vehicle is in ahigh-speed running state with the vehicle speed V exceeding the uppervehicle-speed limit V1, on the other hand, the transmission mechanism 10is placed in the step-variable shifting in which the transmissionmechanism 10 is operated as a step-variable transmission, and the outputof the engine 8 is transmitted to the drive wheels 38 primarily throughthe mechanical power transmitting path, so that the fuel economy isimproved owing to reduction of a loss of conversion of the mechanicalenergy into the electric energy, which would take place when thetransmission mechanism 10 is operated as an electrically controlledcontinuously variable transmission. When the vehicle is in a high-outputrunning state in which the drive-force-related value in the form of theoutput torque T_(OUT) exceeds the upper output-torque limit T1, thetransmission mechanism 10 is also placed in the step-variable shiftingstate. Therefore, the transmission mechanism 10 is placed in thecontinuously-variable shifting state or operated as the electricallycontrolled continuously variable transmission, only when the vehiclespeed is relatively low or medium or when the engine output isrelatively low or medium, so that the required amount of electric energygenerated by the first electric motor M1, that is, the maximum amount ofelectric energy that must be transmitted from the first electric motorM1 can be reduced, whereby the required electrical reaction force of thefirst electric motor M1 can be reduced, making it possible to minimizethe required sizes of the first electric motor M1, and the required sizeof the drive system including the electric motor. In other words, thetransmission mechanism 10 is switched from the continuously-variableshifting state to the step-variable shifting state (fixed-speed-ratioshifting state) in the high-output running state of the vehicle in whichthe vehicle operator desires an increase of the vehicle drive force,rather than an improvement in the fuel economy. Accordingly, the vehicleoperator is satisfied with a change of the engine speed N_(E) as aresult of a shift-up action of the automatic transmission portion in thestep-variable shifting state, that is, a comfortable rhythmic change ofthe engine speed N_(E), as indicated in FIG. 10.

Referring back to FIG. 71, fuel-cut control means 378 is arranged to cuta fuel supply to the engine 8 when a predetermined fuel-cut condition issatisfied, for example, when a decelerating run of the vehicle iscontinued for more than a predetermined time with a requireddrive-force-related value being zero. The required drive-force-relatedvalue may be the operating angle A_(cc) of the accelerator pedal, theopening angle θ_(th) of the throttle valve or the amount of fuelinjection during running of the vehicle.

Step-variable-shifting-run determining means 380 is arranged todetermine whether the vehicle is in a step-variable-shifting run. Thisdetermination may be made on the basis of an output of the switchingcontrol means 50. or an output of the switch 44 provided to select thestep-variable shifting state. Engine-fuel-economy map memory means 382stores the engine fuel-economy map shown in FIG. 61 by way of example.This engine-fuel-economy map is a relationship which is obtained byexperimentation and which is defined in a two-dimensional coordinatesystem having an engine-speed axis AX1 and an engine-output-torque axisAX2. The engine-fuel-economy map includes iso-fuel-economy curves L1like contour lines indicated by solid lines, a highest fuel-economycurve L2 indicated by broke line, and iso-horsepower lines L3 indicatedby one-dot chain lines. One of the adjacent highest-fuel-economy curvesL2 which is located inside the other indicates a higher fuel economy,and each of the iso-horsepower curves L3 indicates an increase of thehorsepower with an increase of the engine speed. Motor-efficiency mapmemory means 384 stores an efficiency map of the first electric motor M1shown in FIG. 72 by way of example, and an efficiency map of the secondelectric motor shown in FIG. 73 by way of example. These efficiency mapsof the first and second electric motors M1, M2 are defined atwo-dimensional coordinate system having an axis of the speed and anaxis of the output torque, and have efficiency curves L4 in the form ofcontour lines indicated by solid lines. One of the adjacent efficiencycurves L4 which is located inside the other indicates a higherefficiency.

Continuously-variable-shifting-run speed-ratio control means(hereinafter referred to as “speed-ratio control means”) 386 is arrangedto control the speed ratio γ of the step-variable shifting portion 20and the speed ratio γ0 of the differential portion (continuouslyvariable transmission portion) 11, so as to maximize the fuel economy,on the basis of the operating efficiency ηM1 of the first electric motorM1 and the operating efficiency ηM2 of the second electric motor M2,when it is determined that the continuously-variable shifting portion inthe form of the differential portion (continuously-variable shiftingportion) 11 is in the continuously-variable shifting state. Forinstance, the speed-ratio control means 161 adjusts the speed ratio γ ofthe step-variable shifting portion 20 to thereby change the speed ratioγ0 of the differential portion (continuously-variable shifting portion)11, so as to reduce the output shaft speed (input shaft speed of thestep-variable shifting portion 20) N_(IN) of the differential portion11, for the purpose of preventing reverse rotation of the first electricmotor M1 even in a steady-state running state of the vehicle at acomparatively high speed.

The speed-ratio control means 386 includes target-engine-speedcalculating means 388 for determining a target speed N_(EM) of theengine 8 on the basis of the actual operating angle A_(cc) of theaccelerator pedal and according to the engine-fuel-economy map shown inFIG. 61, which is stored in the engine-fuel-economy memory means 382.The speed-ratio control means 386 further includes two-speed-rationsdetermining means 390 for determining, on the basis of the actualvehicle speed V, the speed ratio γ of the step-variable shifting portion20 and the speed ratio γ0 of the differential portion(continuously-variable shifting portion) 11, which speed ratios give thetarget engine speed N_(EM).

The target-engine-speed calculating means 388 is arranged to select,according to a well-known relationship, one of iso-horsepower curves L3a (shown in FIG. 61) which corresponds to the output of the engine 8, onthe basis of the actual operating angle A_(cc) of the accelerator pedalrepresentative of the vehicle drive force as required by the vehicleoperator. The target-engine-speed calculating means 388 determines, asthe target engine speed N_(EM), the engine speed corresponding to apoint Ca of intersection between the selected iso-horsepower curve L3 aand the highest-fuel-economy curve L2, as indicated in FIG. 61.

The two-speed-ratios determining means 390 is arranged to determine theoverall speed ratio γT of the transmission mechanism 10 that gives thetarget engine speed N_(EM), on the basis of the target engine speedN_(EM) and the actual vehicle speed V, and according to the equation(1), for example. A relationship between the rotating speed N_(OUT)(rpm)of the output shaft 22 of the step-variable shifting portion 20 and thevehicle speed V (km/h) is represented by the equation (2), wherein thespeed ratio of the final speed reducer 36 is represented by γf, and theradius of the drive wheels 38 is represented by r. Then, the speed-ratiocontrol means two-speed-ratios determining means 390 determines,according to the equations (1), (2), (3) and (4), the speed ratio γ ofthe step-variable shifting portion 20 and the speed ratio γ0 of thedifferential portion (continuously-variable shifting portion) 11, whichgive the overall speed ratio γT (=γ×γ0) of the transmission mechanism 10and which maximize the overall power transmitting efficiency of thetransmission mechanism 10.

The speed ratio γ0 of the differential portion (continuously-variableshifting portion) 11 varies from zero to 1. Initially, therefore, aplurality of candidate speed ratio values γa, γb, etc. of thestep-variable shifting portion 20 that give the engine speed N_(E)higher than the target engine speed N_(EM) when the speed ratio γ0 isassumed to be 1 are obtained on the basis of the actual vehicle speed Vand according to the relationships between the engine speed N_(E) andthe vehicle speed V as represented by the equations (1) and (2). Then,fuel consumption amounts Mfce corresponding to the candidate speed ratiovalues γa, γb, etc. are calculated on the basis of the overall speedratio γT that give the target engine speed N_(EM), and the candidatespeed ratio values γa, γb, etc., and according to the equation (3), forexample. One of the candidate speed ratio values which corresponds tothe smallest one of the calculated fuel consumption values Mfce isdetermined as the speed ratio γ of the step-variable shifting portion20. The speed ratio γ0 of the differential portion(continuously-variable shifting portion) 11 is determined on the basisof the determined speed ratio γ and the overall speed ratio γT thatgives the target engine speed N_(EM).

In the equation (3), Fce, PL, ηele, ηCVT, k1, k2 and ηgi represent thefollowing: Fce=fuel consumption ratio; PL=instantaneous required driveforce; ηele=efficiency of the electric system; ηCVT=power transmittingefficiency of the differential portion 11; k1=power transmitting ratioof the electric path of the differential portion 11; k2=powertransmitting ratio of the mechanical path of the differential portion11; and ηgi=power transmitting efficiency of the step-variable shiftingtransmission portion. Efficiency ηM1 of the first electric motor ηM1 andefficiency M2 of the second electric motor M2 in the equation (3) areobtained according to the relationships of FIGS. 72 and 73, on the basisof the rotating speeds which give the overall speed ratio γT of thedifferential portion 11 to obtain the target engine speed N_(EM) foreach of the candidate speed ratio values γa, γb, etc. and whichcorrespond to candidate speed ratio values γ0 a, γ0 b, etc. of thedifferential portion 11, and on the basis of the output torque values ofthe electric motors required to generate the required vehicle driveforce. The ratio k1 is usually about 0.1, while the ratio k2 is usuallyabout 0.9. However, the ratios k1 and k2 vary as a function of therequired vehicle output. The power transmitting efficiency ηgi of thestep-variable shifting portion 20 is determined as a function of atransmitted torque Ti (which varies with the selected gear position i),a rotating speed Ni of the rotating member, and an oil temperature H.For convenience' sake, the fuel consumption ratio Fce, instantaneousrequired drive force PL, efficiency ηele of the electric system andpower transmitting efficiency ηCVT of the differential portion 11 areheld constant. Further, The power transmitting efficiency ηgi of thestep-variable shifting portion 20 may be held constant, as long as theuse of a constant value as the efficiency ηgi does not cause an adverseinfluence.

The speed-ratio control means 386 commands the step-variable shiftingcontrol means 54 and the hybrid control means 52 to perform therespective step-variable shifting and hybrid control functions, so as toestablish the determined speed ratio γ of the step-variable shiftingportion 20 and the determined speed ratio γ0 of the differential portion11.

When the continuously-variable-shifting-run determining means 380 hasdetermined that the differential portion is not in thecontinuously-variable shifting state, that is, is in the step-variableshifting state, however, the speed-ratio control means 386 commands thestep-variable shifting control means 54 to effect the step-variableshifting control, according to the shifting boundary line map which isstored in the shifting-map memory means 56 and which is shown in FIG. 74by way of example. According to this shifting boundary line map shown inFIG. 74, the shifting boundary lines are determined such that theoperating point of the engine is close to a highest fuel-economy point,namely, such that the engine speed N_(E) is close to the above-describedtarget engine speed N_(EM). Accordingly, the shifting boundary lines ofFIG. 74 are determined such that the step-variable shifting portion 20is shifted up at lower vehicle speeds, than according to the shiftingboundary lines of FIG. 12. However, the step-variable shifting portion20 may be shifted to its gear position or to select its speed ratio γ,which gear position or speed ratio makes it possible to control theengine speed N_(E) to a value which is as close as possible to thetarget engine speed N_(EM) obtained according to the engine-fuel-economymap of FIG. 61.

FIG. 75 is a flow chart illustrating one of major control operations ofthe electronic control device 40, that is, a speed-ratio controloperation in the continuously-variable shifting state, in the presentembodiment. This speed-ratio control is repeatedly executed with anextremely short cycle time of about several milliseconds to several tensof milliseconds, for example. FIG. 76 is a flow chart illustrating aspeed-ratio calculating routine shown in FIG. 75.

Initially, step SC1 (hereinafter “step” being omitted) corresponding tothe above-described step-variable-shifting-run determining means 380 isimplemented to determine whether the vehicle is in thecontinuously-variable shifting run. This determination is made on thebasis of the output of the switching control means 50 or the output ofthe switch 44. If an affirmative decision is obtained in SA1, thecontrol flow goes to SC2 to read in the engine-fuel-economy map storedin the engine-fuel-economy map memory means 82, and then goes to SC3 toread in the efficiency map of FIG. 72 the first electric motor M1 storedin the motor-efficiency-map memory means 384, and to SC4 to read in theefficiency map of FIG. 73 of the second electric motor M2 stored in thestored in the motor-efficiency-map memory means 384. Then, SC5corresponding to the above-described continuously-variable-shifting-runspeed-ratio control means 386 is implemented to execute the speed-ratiocalculating routine, and SC6 is implemented to effect the speed-ratiocontrol.

Referring to FIG. 76 illustrating the speed-ratio calculating routine inSC5, SC51 is implemented to read in the actual vehicle speed V andoperating angle A_(cc) of the throttle valve. Then, SC52 and SC53corresponding to the above-described target-engine-speed calculatingmeans 388 are implemented. SC52 is provided to select one curve L3 a ofthe iso-horsepower curves shown in FIG. 61, which one curve L3 acorresponds to an output of the engine 8 satisfying the operator'srequired vehicle drive force. This selection is made on the basis of theiso-horsepower curves L3 shown in FIG. 61 and the actual operating angleA_(cc) of the accelerator pedal. The selected iso-horsepower curve L3 aindicates the target engine output satisfying the operator's requiredvehicle drive force. Then, SC53 is implemented to determine, as thetarget engine speed N_(EM), the engine speed corresponding to theintersection point Ca between the determined iso-horsepower curve L3 aand the highest fuel-economy curve L2. SC54 corresponding to theabove-described two-speed-ratios determining means 390 is implemented todetermine, according to the equation (1), for example, the overall speedratio γT of the transmission mechanism 10 for obtaining the targetengine speed N_(EM), on the basis of the target engine speed N_(EM) andthe actual vehicle speed V. The speed ratio γ of the step-variableshifting portion 20 and the speed ratio γ0 of the differential portion(continuously-variable shifting portion) 11, which give the determinedoverall speed ratio γT of the transmission mechanism 10 and which permitthe maximum overall power transmitting efficiency of the transmissionmechanism 10, are determined according to the equations (1), (2), (3)and (4).

Referring back to FIG. 75, SC6 is implemented to command thestep-variable shifting control means 54 and the hybrid control means 52,so as to establish the determined speed ratio γ of the step-variableshifting portion 20 and the determined speed ratio γ0 of thedifferential portion (continuously-variable shifting portion) 11.

If a negative decision is obtained in SC1, the control flow goes to SC7identical to step SC2, to read in the engine-fuel map of FIG. 61 storedin the engine-fuel-map memory means 382. Then, SC8 is implemented tocalculate, as a highest-fuel-economy step-variable gear position, or ahighest-fuel-economy speed ratio, the gear position or speed ratio γ ofthe step-variable shifting portion 20, which permits the engine speed NEto be as close as possible to the target engine speed N_(EM) obtainedaccording to the engine-fuel-economy map. Then, SC6 is implemented tocommand the step-variable shifting control means 54 to effect theshifting control, so as to obtain the speed ratio γ of the step-variableshifting portion 20, which has been determined as thehighest-fuel-economy speed ratio.

In the present embodiment described above, the speed-ratio control means386 is arranged to control the speed ratio γ of the step-variableshifting portion 20 and the speed ratio γ0 of the differential portion(continuously-variable shifting portion) 11, so as to maximize the fueleconomy, in the continuously-variable shifting state of the differentialportion (continuously-variable shifting portion) 11, so that the fueleconomy is improved in the present embodiment, as compared with that inthe case where those speed ratios are controlled independently of eachother. For instance, the speed-ratio control means 386 controls thespeed ratio γ of the step-variable shifting portion 20 so as to preventreverse rotation of the first electric motor M1 in the differentialportion (continuously-variable shifting portion) 11 as indicated in FIG.4, even in a steady-state running state of the vehicle at acomparatively high speed. Accordingly, the fuel economy of the vehicleas a whole can be maximized.

The present embodiment is further arranged such that the speed-ratiocontrol means 386 controls the speed ratio γ0 of the differentialportion (continuously-variable shifting portion) 11, depending upon thespeed ratio γ of the step-variable shifting portion 20, in thecontinuously-variable shifting state of the differential portion(continuously-variable shifting portion) 11. Thus, the speed ratios ofthe step-variable shifting portion 20 and the differential portion(continuously-variable shifting portion) 11 are controlled to improvethe power transmitting efficiency of the vehicle as a whole. Forinstance, the speed-ratio control means 386 controls the speed ratio γof the step-variable shifting portion 20 so as to prevent reverserotation of the first electric motor M1 in the differential portion(continuously-variable shifting portion) 11 as indicated in FIG. 4, evenin a steady-state running state of the vehicle at a comparatively highspeed. Accordingly, the fuel economy of the vehicle as a whole can bemaximized.

The present embodiment is further arranged such that the speed-ratiocontrol means 386 controls the speed ratio γ of the step-variableshifting portion 20 and the speed ratio γ0 of the differential portion(continuously-variable shifting portion) 11, on the basis of theefficiency values ηM1 and ηM2 of the respective first and secondelectric motors M1, M2 of the differential portion(continuously-variable shifting portion) 11. Thus, the speed ratio γ ofthe step-variable shifting portion 20 and the speed ratio γ0 of thedifferential portion (continuously-variable shifting portion) 11 arecontrolled by taking account of the efficiency values ηM1 and ηM2 of therespective first and second electric motors M1, M2. Accordingly, thepower transmitting efficiency is further improved.

The present embodiment is also arranged such that the speed-ratiocontrol means 386 changes the output shaft speed N_(IN) of thedifferential portion (continuously-variable shifting portion) 11, byadjusting the speed ratio γ of the step-variable shifting portion 20.Thus, the speed ratio γ of the step-variable shifting portion 20 can becontrolled so as to prevent reverse rotation of the first electric motorM1 in the differential portion (continuously-variable shifting portion)11 as indicated in FIG. 4, even in a steady-state running state of thevehicle at a comparatively high speed. Accordingly, the fuel economy ofthe vehicle as a whole can be maximized.

Embodiment 24

FIG. 77 is a schematic view explaining a drive system 410 for a hybridvehicle, according to another embodiment of this invention. The drivesystem 410 shown in FIG. 1 includes: an input rotary member in the formof an input shaft 14 disposed on a common axis in a transmission casing12 (hereinafter abbreviated as “casing 12”) functioning as a stationarymember attached to a body of the vehicle; a differential mechanism inthe form of a power distributing mechanism 16 connected to the inputshaft 14 either directly, or indirectly via a pulsation absorbing damper(vibration damping device) not shown; a step-variable or multiple-stepautomatic transmission 20 interposed between and connected in series viaa power transmitting member 18 (power transmitting shaft) to the powerdistributing mechanism 16 and an output shaft 22; and an output rotarymember in the form of the above-indicated output shaft 22 connected tothe automatic transmission 20. The input shaft 12, power distributingmechanism 16, automatic transmission 20 and output shaft 22 areconnected in series with each other. This drive system 410 is suitablyused for a transverse FR vehicle (front-engine, rear-drive vehicle), andis disposed between a drive power source in the form of an engine 8 anda pair of drive wheels 38, to transmit a vehicle drive force to the pairof drive wheels 38 through a differential gear device 36 (final speedreduction gear) and a pair of drive axles, as shown in FIG. 7. It isnoted that a lower half of the drive system 10, which is constructedsymmetrically with respect to its axis, is omitted in FIG. 77. This isalso true in each of the other embodiments described below.

The power distributing mechanism 16 is a mechanical device arranged tomechanically synthesize or distribute the output of the engine 8received by the input shaft 14, that is, to distribute the output of theengine 8 to the first electric motor M1, and to the power transmittingmember 18 provided to transmit a drive force to the automatictransmission 20, or to synthesize the output of the engine 8 and theoutput of the first electric motor M1 and transmit a sum of theseoutputs to the power transmitting member 18. While the second electricmotor M2 is arranged to be rotated with the power transmitting member 18in the present embodiment, the second electric motor M2 may be disposedat any desired position between the power transmitting member 18 and theoutput shaft 22. In the present embodiment, each of the first electricmotor M1 and the second electric motor M2 is a so-called motor/generatoralso functioning as an electric generator. The first electric motor M1should function at least as an electric generator operable to generatean electric energy while generating a reaction force, and the secondelectric motor M2 should function at least as an electric motor operableto generate a vehicle drive force.

The power distributing mechanism 16 includes, as major components, afirst planetary gear set 24 of single pinion type having a gear ratio ρ1of about 0.300, for example, a switching clutch C0 and a switching brakeB1. The first planetary gear set 24 has rotary elements consisting of afirst sun gear S1, a first planetary gear P1; a first carrier CA1supporting the first planetary gear P1 such that the first planetarygear P1 is rotatable about its axis and about the axis of the first sungear S1; and a first ring gear R1 meshing with the first sun gear S1through the first planetary gear P1. Where the numbers of teeth of thefirst sun gear S1 and the first ring gear R1 are represented by ZS1 andZR1, respectively, the above-indicated gear ratio ρ1 is represented byZS1/ZR1.

In the power distributing mechanism 16, the first carrier CA1 isconnected to the input shaft 14, that is, to the engine 8, and the firstsun gear S1 is connected to the first electric motor M1, while the firstring gear R1 is connected to the power transmitting member 18. Theswitching brake B0 is disposed between the first sun gear S1 and thecasing 12, and the switching clutch C0 is disposed between the first sungear S1 and the first carrier CA1. When the switching clutch C0 andbrake B0 are released, the power distributing mechanism 16 is placed ina differential state in which the first sun gear S1, first carrier CA1and first ring gear R1 are rotatable relative to each other, so as toperform a differential function, so that the output of the engine 8 isdistributed to the first electric motor M1 and the power transmittingmember 18, whereby a portion of the output of the engine 8 is used todrive the first electric motor M1 to generate an electric energy whichis stored or used to drive the second electric motor M2. Accordingly,the power distributing mechanism 16 is placed in thecontinuously-variable shifting state, in which the rotating speed of thepower transmitting member 18 is continuously variable, irrespective ofthe rotating speed of the engine 8, namely, in the differential state inwhich a speed ratio γ0 (rotating speed of the input shaft 14/rotatingspeed of the power transmitting member 18) of the power distributingmechanism 16 is electrically changed from a minimum value γ0min to amaximum value γ0max, for instance, in the continuously-variable shiftingstate in which the power distributing mechanism 16 functions as anelectrically controlled continuously variable transmission the speedratio γ0 of which is continuously variable from the minimum value γ0minto the maximum value γ0max.

When the switching clutch C0 is engaged during running of the vehiclewith the output of the engine 8 while the power distributing mechanism16 is placed in the continuously-variable shifting state, the first sungear S1 and the first carrier CA1 are connected together, so that thepower distributing mechanism 16 is placed in the locked state ornon-differential state in which the three rotary elements S1, CA1, R1 ofthe first planetary gear set 24 are rotatable as a unit. In other words,the power distributing mechanism 16 is placed in a fixed-speed-ratioshifting state in which the mechanism 16 functions as a transmissionhaving a fixed speed ratio γ0 equal to 1. When the switching brake B0 isengaged in place of the switching clutch C0, to place the powerdistributing mechanism in the locked or non-differential state in whichthe first sun gear S1 is held stationary, the rotating speed of thefirst ring gear R1 is made higher than that of the first carrier CA1, sothat the power distributing mechanism 16 is placed in thefixed-speed-ration shifting state in which the mechanism 16 functions asa speed-increasing transmission having a fixed speed ratio γ0 smallerthan 1, for example, about 0.77. In the present embodiment describedabove, the switching clutch C0 and brake B0 function as adifferential-state switching device operable to selectively place thepower distributing mechanism 16 in the differential state(continuously-variable shifting state) in which the mechanism 16functions as an electrically controlled continuously variabletransmission the speed ratio of which is continuously variable, and inthe non-differential or locked state in which the mechanism 16 does notfunction as the electrically controlled continuously variabletransmission, namely, in the fixed-speed-ration shifting state in whichthe mechanism 16 functions as a transmission having a single gearposition with one speed ratio or a plurality of gear positions withrespective speed ratios.

The automatic transmission 420 includes a single-pinion type secondplanetary gear set 426, and a double-pinion type third planetary gearset 428. The third planetary gear set 428 has: a third sun gear S3; aplurality of pairs of mutually meshing third planetary gears P3; a thirdcarrier CA3 supporting the third planetary gears P3 such that each thirdplanetary gear P3 is rotatable about its axis and about the axis of thethird sun gear S3; and a third ring gear R3 meshing with the third sungear S3 through the third planetary gears P3. For example, the thirdplanetary gear set 428 has a gear ratio ρ3 of about 0.315. The secondplanetary gear set 426 has: a second sun gear S2, a second planetarygear P2 formed integrally with one of the third planetary gears P3; asecond carrier CA2 formed integrally with the third carrier CA3; and asecond ring gear R2 which is formed integrally with the third ring gearR3 and which meshes with the second sun gear S2 through the secondplanetary gear P2. For example, the second planetary gear set 426 has agear ratio ρ2 of about 0.368. The second planetary gear set 426 and thethird planetary gear set 428 is of a so-called Ravigneaux type whereinthe second and third carriers are formed integrally with each other andthe second and third ring gears are formed integrally with each other.The second planetary gear P2 formed integrally with one of the thirdplanetary gears P3 may have different diameters or numbers of teeth onthe respective sides corresponding to the second and third planetarygears P2, P3. The third planetary gears P3 and the second planetary gearP2 may be formed separately from each other, and the third carrier CA3and the second carrier CA2 may be formed separately from each other. Thethird ring gear R3 and the second ring gear R2 may be formed separatelyfrom each other. Where the numbers of teeth of the second sun gear S2,second ring gear R2, third sun gear S3, third ring gear R3, arerepresented by ZS2, ZR2, ZS3 and ZR3, respectively, the above-indicatedgear ratios ρ2 and ρ3 are represented by ZS2/ZR2 and ZS3/ZR3,respectively.

In the automatic transmission 420, the second sun gear S2 is selectivelyconnected to the power transmitting member 18 through a second clutchC2, and selectively fixed to the casing 12 through a first brake B1. Thesecond carrier CA2 and the third carrier CA3 are selectively connectedto the power transmitting member 18 through a third clutch C3, adselectively fixed to the casing 12 through a second brake B2. The secondring gear R2 and the third ring gear R3 are fixed to the output shaft22, and the third sun gear S3 is selectively connected to the powertransmitting member 18 through a first clutch C1.

The above-described switching clutch C0, first clutch C1, second clutchC2, third clutch C3, switching brake B0, first brake B1 and second brakeB2 are hydraulically operated frictional coupling devices used in aconventional vehicular automatic transmission. Each of these frictionalcoupling devices is constituted by a wet-type multiple-disc clutchincluding a plurality of friction plates which are superposed on eachother and which are forced against each other by a hydraulic actuator,or a band brake including a rotary drum and one band or two bands whichis/are wound on the outer circumferential surface of the rotary drum andtightened at one end by a hydraulic actuator. Each of the clutches C0-C2and brakes B0-B3 is selectively engaged for connecting two membersbetween which each clutch or brake is interposed.

In the drive system 410 constructed as described above, one of afirst-gear position (first-speed position) through a fifth-gear position(fifth-speed position), a reverse-gear position (rear-drive position)and a neural position is selectively established by engaging actions ofa corresponding combination of the frictional coupling devices selectedfrom the above-described switching clutch C0, first clutch C1, secondclutch C2, third clutch C3, switching brake B0, first brake B1 andsecond brake B2, as indicated in the table of FIG. 78. In particular, itis noted that the power distributing mechanism 16 provided with theswitching clutch C0 and brake B0 can be selectively placed by engagementof the switching clutch C0 or switching brake B0, in thefixed-speed-ratio shifting state in which the mechanism 16 is operableas a transmission having a single gear position with one speed ratio ora plurality of gear positions with respective speed ratios, as well asin the continuously-variable shifting state in which the mechanism 16 isoperable as a continuously variable transmission, as described above. Inthe present drive system 410, therefore, a step-variable transmission isconstituted by the automatic transmission 420, and the powerdistributing mechanism 16 which is placed in the fixed-speed-ratioshifting state by engagement of the switching clutch C0 or switchingbrake B0. Further, a continuously variable transmission is constitutedby the automatic transmission 420, and the power distributing mechanism16 which is placed in the continuously-variable shifting state, withnone of the switching clutch C0 and brake B0 being engaged.

Where the drive system 410 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 3.174, for example, is established by engaging actions of theswitching clutch C0, first clutch C1 and second brake B2, and thesecond-gear position having the speed ratio γ2 of about 1.585, forexample, which is lower than the speed ratio γ1, is established byengaging actions of the switching clutch C0, first clutch C1 and firstbrake B1, as indicated in FIG. 78. The speed ratio is equal to the inputshaft speed N_(IN)/output shaft speed N_(OUT). Further, the third-gearposition having the speed ratio γ3 of about 1.000, for example, which islower than the speed ratio γ2, is established by engaging actions of theswitching clutch C0, first clutch C1 and third clutch C1, and thefourth-gear position having the speed ratio γ4 of about 0.731, forexample, which is lower than the speed ratio γ3, is established byengaging actions of the switching clutch C0, third clutch C3 and firstbrake B1. The fifth-gear position having the speed ratio γ5 of about0.562, for example, which is smaller than the speed ratio γ4, isestablished by engaging actions of the third clutch C3, switching brakeB0 and first brake B1. Further, the reverse-gear position having thespeed ratio γR of about 2.717, for example, which is intermediatebetween the speed ratios γ1 and γ2, is established by engaging actionsof the second clutch C2 and the second brake B2. The neutral position Nis established by engaging only the second brake B2.

Where the drive system 410 functions as the continuously-variabletransmission, on the other hand, the switching clutch C0 and theswitching brake B0 are both released, as indicated in FIG. 78, so thatthe power distributing mechanism 16 functions as the continuouslyvariable transmission, while the automatic transmission 420 connected inseries to the power distributing mechanism 16 functions as thestep-variable transmission, whereby the speed of the rotary motiontransmitted to the automatic transmission 420 placed in one of thefirst-gear, second-gear, third-gear and fourth-gear positions, namely,the rotating speed of the power transmitting member 18 is continuouslychanged, so that the speed ratio of the drive system when the automatictransmission 420 is placed in one of those gear positions iscontinuously variable over a predetermined range. Accordingly, the speedratio of the automatic transmission 420 is continuously variable acrossthe adjacent gear positions, whereby the overall speed ratio γT of thedrive system 410 is continuously variable.

The collinear chart of FIG. 79 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 410, which is constituted by thepower distributing mechanism 16 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 420 functioning as the step-variable shifting portion orsecond shifting portion. The collinear chart of FIG. 79 is a rectangulartwo-dimensional coordinate system in which the gear ratios ρ of theplanetary gear sets 424, 426, 428 are taken along the horizontal axis,while the relative rotating speeds of the rotary elements are takenalong the vertical axis. A lower one of three horizontal lines X1, X2,XG, that is, the horizontal line X1 indicates the rotating speed of 0,while an upper one of the three horizontal lines, that is, thehorizontal line X2 indicates the rotating speed of 1.0, that is, anoperating speed N_(E) of the engine 8 connected to the input shaft 14.The horizontal line XG indicates the rotating speed of the powertransmitting member 18. Three vertical lines Y1, Y2 and Y3 correspondingto the power distributing mechanism 16 respectively represent therelative rotating speeds of a second rotary element (second element) RE2in the form of the first sun gear S1, a first rotary element (firstelement) RE1 in the form of the first carrier CA1, and a third rotaryelement (third element) RE3 in the form of the first ring gear R1. Thedistances between the adjacent ones of the vertical lines Y1, Y2 and Y3are determined by the gear ratio ρ1 of the first planetary gear set 424.That is, the distance between the vertical lines Y1 and Y2 correspondsto “1”, while the distance between the vertical lines Y2 and Y3corresponds to the gear ratio ρ1. Further, five vertical lines Y4, Y5,Y6 and Y7 corresponding to the automatic transmission 20 respectivelyrepresent the relative rotating speeds of a fourth rotary element(fourth element) RE4 in the form of the second and third sun gears S2,S3, a fifth rotary element (fifth element) RE5 in the form of the secondcarrier CA2 and the third carrier CA3 that are integrally fixed to eachother, a sixth rotary element (sixth element) RE6 in the form of thesecond ring gear R2 and the third ring gear R3 that are integrally fixedto each other, and a seventh rotary element (seventh element) RE7 in theform of the third sun gear S3. The distances between the adjacent onesof the vertical lines Y4-Y7 are determined by the gear ratios ρ2 and ρ3of the second and third planetary gear sets 426, 428.

Referring to the collinear chart of FIG. 79, the power distributingmechanism (continuously variable shifting portion) 16 of the drivesystem 410 is arranged such that the first rotary element RE1 (firstcarrier CA1), which is one of the three rotary elements of the firstplanetary gear set 424, is integrally fixed to the input shaft 14 andselectively connected to the second rotary element RE2 in the form ofthe first sun gear S1 through the switching clutch C0, and this secondrotary element RE2 (first sun gear S1) is fixed to the first electricmotor M1 and selectively fixed to the casing 12 through the switchingbrake B0, while the third rotary element RE3 (first ring gear R1) isfixed to the power transmitting member 18 and the second electric motorM2, so that a rotary motion of the input shaft 14 is transmitted to theautomatic transmission (step-variable transmission) 420 through thepower transmitting member 18. A relationship between the rotating speedsof the first sun gear S1 and the first ring gear R1 is represented by aninclined straight line L0 which passes a point of intersection betweenthe lines Y2 and X2.

FIGS. 4 and 5 correspond to a part of the collinear chart of FIG. 79which shows the power distributing mechanism 16. FIG. 4 shows an exampleof an operating state of the power distributing mechanism 16 placed inthe continuously-variable shifting state with the switching clutch C0and the switching brake B0 held in the released state. The rotatingspeed of the first sun gear S1 represented by the point of intersectionbetween the straight line L0 and vertical line Y1 is raised or loweredby controlling the reaction force generated by an operation of the firstelectric motor M1 to generate an electric energy, so that the rotatingspeed of the first ring gear R1 represented by the point of intersectionbetween the lines L0 and Y3 is lowered or raised. In the operating stateof FIG. 4, the first sun gear S1 is rotated in the negative direction,with the first electric motor M1 being operated by application of anelectric energy thereto. While the first sun gear S1 is rotated in thenegative direction as indicated in FIG. 4, the angle of inclination ofthe straight line L0 is relatively large, indicating an accordingly highspeed of rotation of the first ring gear R1 and the power transmittingmember 18, making it possible to drive the vehicle at a relatively highspeed. On the other hand, the application of the electric energy to thefirst electric motor M1 results in deterioration of the fuel economy. Inthe drive system 10 according to the present embodiment, however, theautomatic transmission 420 is arranged to increase the speed of a rotarymotion transmitted through the power transmitting member 18, asdescribed below, so that there is not a high degree of opportunitywherein the first sun gear S1 must be rotated in the negative direction.Accordingly, the fuel economy is higher in the present drive system thanin the case where the automatic transmission 420 were not able toincrease the speed of the rotary motion transmitted through the powertransmitting member 18.

FIG. 5 shows an example of an operating state of the power distributingmechanism 16 placed in the step-variable shifting state with theswitching clutch C0 held in the engaged state. When the first sun gearS1 and the first carrier CA1 are connected to each other in thisstep-variable shifting state, the three rotary elements indicated aboveare rotated as a unit, so that the line L0 is aligned with thehorizontal line X2, whereby the power transmitting member 18 is rotatedat a speed equal to the engine speed N_(E). When the switching brake B0is engaged, on the other hand, the rotation of the power transmittingmember 18 is stopped, so that the straight line L0 is inclined in thestate indicated in FIG. 79, whereby the rotating speed of the first ringgear R1, that is, the rotation of the power transmitting member 18represented by a point of intersection between the straight line L0 andvertical line Y3 is made higher than the engine speed N_(E) andtransmitted to the automatic transmission 420.

In the automatic transmission 420, the fourth rotary element RE4 isselectively connected to the power transmitting member 18 through thesecond clutch C2, and selectively fixed to the transmission casing 12through the first brake B1, and the fifth rotary element RE5 isselectively connected to the power transmitting member 18 through thethird clutch C3 and selectively fixed to the casing 12 through thesecond brake B2. The sixth rotary element RE6 is fixed to the outputshaft 22, while the seventh rotary element RE7 is selectively connectedto the power transmitting member 18 through the first clutch C1.

When the first clutch C1 and the second brake B2 are engaged, theautomatic transmission 420 is placed in the first-speed position. Therotating speed of the output shaft 22 in the first-speed position isrepresented by a point of intersection between the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22 and an inclined straight line L1 which passes apoint of intersection between the vertical line Y7 indicative of therotating speed of the seventh rotary element RE7 and the horizontal lineX1, and a point of intersection between the vertical line Y5 indicativeof the rotating speed of the fifth rotary element RE5 and the horizontalline X1. Similarly, the rotating speed of the output shaft 22 in thesecond-speed position established by the engaging actions of the firstclutch C1 and first brake B1 is represented by a point of intersectionbetween an inclined straight line L2 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 fixed to the output shaft 22. The rotatingspeed of the output shaft 22 in the third-speed position established bythe engaging actions of the first clutch C1 and third clutch C3 isrepresented by a point of intersection between an inclined straight lineL3 determined by those engaging actions and the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22. The rotating speed of the output shaft 22 in thefourth-speed position established by the engaging actions of the firstbrake B1 and third clutch C3 is represented by a point of intersectionbetween a horizontal line L4 determined by those engaging actions andthe vertical line Y6 indicative of the rotating speed of the sixthrotary element RE6 fixed to the output shaft 22. In the first-speedthrough fourth-speed positions in which the switching clutch C0 isplaced in the engaged state, the fifth rotary element RE5 is rotated atthe same speed as the engine speed N_(E), with the drive force receivedfrom the power distributing mechanism 16. When the switching clutch B0is engaged in place of the switching clutch C0, the sixth rotary elementRE6 is rotated at a speed higher than the engine speed N_(E), with thedrive force received from the power distributing mechanism 16. Therotating speed of the output shaft 22 in the fifth-speed positionestablished by the engaging actions of the first brake B1, third clutchC3 and switching brake B0 is represented by a point of intersectionbetween a horizontal line L5 determined by those engaging actions andthe vertical line Y6 indicative of the rotating speed of the sixthrotary element RE6 fixed to the output shaft 22. The rotating speed ofthe output shaft 22 in the reverse-gear position R established by thesecond clutch C2 and second brake B2 is represented by a point ofintersection between an inclined straight line LR determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22.

In the drive system 410 constructed as described above, the electroniccontrol unit 40 shown in FIG. 66 having the control functions shown inFIG. 7 or FIG. 11 and FIG. 13 by way of example performs the hybridcontrols of the engine 8 and the first and second electric motors M1,M2, the shifting control of the automatic transmission 20, and othervehicle drive controls.

In the present embodiment described above, the power distributingmechanism 16 is selectively switched by the engaging and releasingactions of the switching clutch C0 and the switching brake B0, betweenthe continuously-variable shifting state in which the mechanism 16 isoperable as an electrically controlled continuously variabletransmission, and the fixed-speed-ratio shifting state in which themechanism 16 is operable as a transmission having fixed speed ratios.Accordingly, when the engine is in a normal output state with arelatively low or medium output while the vehicle is running at arelatively low or medium running speed, the power distributing mechanism16 is placed in the continuously-variable shifting state, assuring ahigh degree of fuel economy of the hybrid vehicle. When the vehicle isrunning at a relatively high speed or when the engine is operating at arelatively high speed, on the other hand, the power distributingmechanism 16 is placed in the fixed-ratio shifting state in which theoutput of the engine 8 is transmitted to the drive wheels 38 primarilythrough the mechanical power transmitting path, so that the fuel economyis improved owing to reduction of a loss of conversion of the mechanicalenergy into the electric energy. When the engine 8 is in a high-outputstate, the power distributing mechanism 16 is also placed in thefixed-speed-ratio shifting state. Therefore, the mechanism 16 is placedin the continuously-variable shifting state only when the vehicle speedis relatively low or medium or when the engine output is relatively lowor medium, so that the maximum amount of electric energy generated bythe first electric motor M1, that is, the maximum amount of electricenergy that must be transmitted from the first electric motor M1 can bereduced, whereby the required electrical reaction force of the firstelectric motor M1 can be reduced, making it possible to minimize therequired sizes of the first electric motor M1 and the second electricmotor M2, and the required size of the drive system including thoseelectric motors. Alternatively, when the engine 8 is in a high-output(high-torque)state, the power distributing mechanism 16 is placed in thefixed-speed-ratio shifting state while at the same time the automatictransmission 20 is automatically shifted, so that the engine speed N_(E)changes with a shift-up action of the automatic transmission 20,assuring a comfortable rhythmic change of the engine speed N_(E) as theautomatic transmission is shifted up, as indicated in FIG. 10. Stated inthe other way, when the engine is in a high-output state, it is moreimportant to satisfy a vehicle operator's desire to improve thedrivability of the vehicle, than a vehicle operator's desire to improvethe fuel economy. In this respect, the power distributing mechanism 16is switched from the continuously-variable shifting state to thestep-variable shifting state (fixed-speed-ratio shifting state) when theengine output becomes relatively high. Accordingly, the vehicle operatoris satisfied with a comfortable rhythmic change of the engine speedN_(E) during the high-output operation of the engine, as indicated inFIG. 10. Further, the automatic transmission 20 principally constitutedby the two planetary gear sets 26, 28 has a comparatively smalldimension in its axial direction, making it possible to further reducethe required axial dimension of the drive system 10 including thoseplanetary gear sets.

Embodiment 25

FIG. 80 is a schematic view for explaining an arrangement of a drivesystem 480 according to another embodiment of this invention. Thepresent embodiment is different from the embodiment shown in FIGS.77-79, primarily in that the power distributing mechanism 16 and anautomatic transmission 420 are not disposed coaxially with each other inthe present embodiment. The following description of the presentembodiment primarily relates to a difference between the drive system480 and the drive system 410.

The drive system 480 shown in FIG. 80 is provided, within a casing 12attached to the vehicle body, with: an input shaft 14 disposed rotatablyabout a first axis 14 c; the power distributing mechanism 16 mounted onthe input shaft 14 directly, or indirectly through a pulsation absorbingdamper (vibration damping device); the automatic transmission 420disposed rotatably about a second axis 32 c parallel to the first axis14 c; an output rotary member in the form of a differential drive gear32 connected to the automatic transmission 420; and a power transmittingmember in the form of a counter gear pair CG which connects the powerdistributing mechanism 16 and the automatic transmission 420, so as totransmit a drive force therebetween. This drive system 480 is suitablyused on a transverse FF (front-engine, front-drive) vehicle or atransverse RR (rear-engine, rear-drive) vehicle, and is disposed betweena drive power source in the form of an engine 8 and a pair of drivewheels 38. The drive force is transmitted from the differential drivegear 32 to the pair of drive wheels 38, through a differential gear 34meshing with the differential drive gear 32, a differential gear device36, a pair of drive axles 37, etc.

The counter gear pair CG indicated above consists of a counter drivegear CG1 disposed rotatably on the first axis 14 c and coaxially withthe power distributing mechanism 16 and fixed to a first ring gear R1,and a counter driven gear CG2 disposed rotatably on the second axis 32 cand coaxially with the automatic transmission 20 and connected to theautomatic transmission 20 through a first clutch C1 and a second clutchC2. The counter drive gear CG1 and the counter driven gear CG2 serve asa pair of members in the form of a pair of gears which are held inmeshing engagement with each other. Since the speed reduction ratio ofthe counter gear pair CG (rotating speed of the counter drive gearCG1/rotating speed of the counter driven gear CG2) is about 1.000, thecounter gear pair CG functionally corresponds to the power transmittingmember 18 in the embodiment shown in FIGS. 77-79, which connects thepower distributing mechanism 16 and the automatic transmission 420. Thatis, the counter drive gear CG1 corresponds to a power transmittingmember which constitutes a part of the power transmitting member 18 onthe side of the first axis 14 c, while the counter driven gear CG2corresponds to a power transmitting member which constitutes anotherpart of the power transmitting member 18 on the side of the second axis32 c.

Referring to FIG. 80, the individual elements of the drive system 480will be described. The counter gear pair CG is disposed adjacent to oneend of the power distributing mechanism 16 which remote from the engine8. In other words, the power distributing mechanism 16 is interposedbetween the engine 8 and the counter gear pair CG, and located adjacentto the counter gear pair CG. A second electric motor M2 is disposed onthe first axis 14 c, between a first planetary gear set 24 and thecounter gear pair CG, such that the second electric motor M2 is fixed tothe counter drive gear CG1. The differential drive gear 32 is disposedadjacent to one end of the automatic transmission 420 which is remotefrom the counter gear pair CG, that is, on the side of the engine 8. Inother words, the automatic transmission 20 is interposed between thecounter gear pair CG and the differential drive gear 32 (engine 8), andlocated adjacent to the counter gear pair CG. Between the counter gearpair CG and the differential drive gear 32, a second planetary gear set426 and a third planetary gear set 428 are disposed in the order ofdescription, in the direction from the counter gear pair CG toward thedifferential drive gear 32. The first clutch C1 and the second clutch C2are disposed between the counter gear pair CG and the second planetarygear set 426, and the third clutch C3 is disposed between the thirdplanetary gear set 428 and the differential drive gear 32.

The present embodiment is different from the embodiment shown in FIGS.77-79, only in that the counter gear pair CG replaces the powertransmitting member 18 connecting the power distributing mechanism 16and the automatic transmission 420, and is identical with the embodimentof FIGS. 77-79 in the arrangements of the power distributing mechanism16 and automatic transmission 420. Accordingly, the table of FIG. 78 andthe collinear chart of FIG. 79 apply to the present embodiment.

In the present embodiment, too, the drive system 480 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 420 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 480 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 77-79, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission420 are not disposed coaxially with each other, so that the requireddimension of the drive system 480 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 480 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 420 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 26

FIG. 81 is a schematic view for explaining a drive system 490 accordingto another embodiment of this invention, which includes the powerdistributing mechanism 16, the first electric motor M1 and the secondelectric motor M2, as in the embodiment of FIG. 77. The first and secondelectric motors M1, M2 are connected to the power distributing mechanism16 in the same manner as in the embodiment of FIG. 77. In the presentembodiment, too, the step-variable automatic transmission 492 isdisposed between and coaxially with the output shaft 22 and the inputshaft 14.

The automatic transmission 492 described above includes a double-piniontype second planetary gear set 494 and a single-pinion type thirdplanetary gear set 496. The second planetary gear set 494 includes: asecond sun gear S2; a plurality of pairs of mutually meshing secondplanetary gears P2; a second carrier CA2 supporting the second planetarygears P2 such that each second planetary gear PA2 is rotatable about itsaxis and about the axis of the second sun gear S2; and a second ringgear R2 meshing with the second sun gear S2 through the second planetarygears P2. For example, the second planetary gear set 494 has a gearratio ρ2 of about 0.461. The third planetary gear set 496 has: a thirdsun gear S3, a third planetary gear P3; a third carrier CA3 supportingthe third planetary gear P3 such that the third planetary gear P3 isrotatable about its axis and about the axis of the third sun gear S3;and a third ring gear R3 meshing with the third sun gear S3 through thethird planetary gear P3. For example, the third planetary gear set 496has a gear ratio ρ3 of about 0.368.

Like the automatic transmission 420 of FIG. 77, the automatictransmission 492 includes the first and second brakes B1, B2 and thefirst through third clutches C1-C3. The second sun gear S2 isselectively connected to the power transmitting member 18 through thefirst clutch C1. The second ring gear R2 and the third carrier CA3 areintegrally fixed to each other and selectively connected to the powertransmitting member 18 through the third clutch C3, and selectivelyfixed to the casing 12 through the second brake B2. The third ring gearR3 is fixed to the output shaft 22.

The above-described second carrier CA2 and third sun gear S3 integrallyfixed to each other function as the fourth rotary element RE4, and thesecond ring gear R2 and the third carrier CA3 integrally fixed to eachother function as the fifth rotary element RE5. Further, the third ringgear R3 functions as the sixth rotary element RE6, and the second sungear S2 functions as the seventh rotary element RE7. The collinear chartof the embodiment of FIG. 77 applies to the drive system 490.

The present drive system 490 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 492 functioningas a step-variable shifting portion or a second shifting portion. Theautomatic transmission 492 is principally constituted by the twoplanetary gear sets 494, 496, and has the same advantage as that in theembodiment of FIG. 77.

Embodiment 27

FIG. 82 is a schematic view for explaining an arrangement of a drivesystem 500 according to another embodiment of this invention, which isdifferent from the embodiment of FIG. 80 in that the automatictransmission 492 of FIG. 81 is used in place of the automatictransmission 420 in the present embodiment. In other words, the presentembodiment is different from the embodiment of FIG. 81, like theembodiment of FIG. 80 is different from the embodiment of FIG. 77, onlyin that the counter gear pair CG is used in place of the powertransmitting member 18, for connection between the power distributingmechanism 16 and the automatic transmission 492. Therefore, the drivesystem 500 of the present embodiment has the same advantage as theembodiment of FIG. 80.

Embodiment 28

FIG. 83 is a schematic view for explaining a drive system 510 accordingto another embodiment of this invention, which includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodiment ofFIG. 82. The present embodiment is different from the embodiment of FIG.80 or 82, only in the construction of a step-variable automatictransmission 512 disposed on the second axis 32 c.

The automatic transmission 512 described above includes a double-piniontype second planetary gear set 514 and a single-pinion type thirdplanetary gear set 516. The second planetary gear set 514 includes: asecond sun gear S2; a plurality of pairs of mutually meshing secondplanetary gears P2; a second carrier CA2 supporting the second planetarygears P2 such that each second planetary gear P2 is rotatable about itsaxis and about the axis of the second sun gear S2; and a second ringgear R2 meshing with the second sun gear S2 through the second planetarygears P2. For example, the second planetary gear set 514 has a gearratio ρ2 of about 0.539. The third planetary gear set 516 has: a thirdsun gear S3, a third planetary gear P3; a third carrier CA3 supportingthe third planetary gear P3 such that the third planetary gear P3 isrotatable about its axis and about the axis of the third sun gear S3;and a third ring gear R3 meshing with the third sun gear S3 through thethird planetary gear P3. For example, the third planetary gear set 516has a gear ratio ρ3 of about 0.585.

Like the automatic transmission 420 of FIG. 80 and the automatictransmission 492 of FIG. 82, the automatic transmission 512 includes thefirst and second brakes B1, B2 and the first through third clutchesC1-C3. However, the first brake B1 in the present embodiment is of awet-type multiple-disc type. The second sun gear S2 and the third sungear S3 that are integrally fixed to each other are selectivelyconnected to a power transmitting member in the form of the counterdriven gear CG2 of the counter gear pair CG through the second clutchC2, and selectively fixed to the casing 12 through the first brake B1.The second carrier CA2 and the third ring gear R3 are integrally fixedto each other and selectively connected to the counter driven gear CG2through the first clutch C1. The second ring gear R2 is selectivelyconnected to the counter driven gear CG2 through the third clutch C3,and selectively fixed to the casing 12 through the second brake B2. Thethird carrier CA3 is fixed to an output rotary member in the form of thedifferential drive gear 32.

The components of the automatic transmission 512 of the drive system 510will be described. The first through third clutches C1-C3 are disposedbetween the second planetary gear set 514 and the counter driven gearCG2, such that the third clutch C3 is located closer to the counterdriven gear CG2 than the first and second clutches C1, C2. The firstbrake B1 is disposed on one side of the differential drive gear 32 whichis remote from the third planetary gear set 516. In other words, thedifferential drive gear 32 is disposed between the third planetary gearset 516 and the first brake B1.

The above-described second sun gear S2 and third sun gear S3 integrallyfixed to each other function as the fourth rotary element RE4, and thesecond ring gear R2 functions as the fifth rotary element RE5. The thirdcarrier CA3 functions as the sixth rotary element RE6, and the secondcarrier CA2 and third ring gear R3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 77-82 applies to the drive system 510.

The present drive system 510 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 512 functioningas a step-variable shifting portion or a second shifting portion. Inthis respect, the present embodiment has the same advantage as theembodiment of FIG. 77. Further, the power distributing mechanism 16 andthe automatic transmission 512 are not disposed coaxially with eachother, and are disposed between the engine 8 and the counter gear pairCG, and the second electric motor M2 is disposed on the first axis 14 c,so that the required dimension of the drive system in the axialdirection can be favorably reduced.

Embodiment 29

FIG. 84 is a schematic view for explaining an arrangement of a drivesystem 520 according to another embodiment of this invention. Thepresent embodiment also includes the power distributing mechanism 16,the first electric motor M1, the second electric motor M2 and thecounter gear pair CG, as in the embodiment shown in FIG. 80. The presentembodiment is different from the embodiment of FIG. 80, only in theconstruction of a step-variable automatic transmission 522 disposed onthe second axis 32 c.

The automatic transmission 522 includes a double-pinion type secondplanetary gear set 524 and a single-pinion type third planetary gear set526. The second planetary gear set 524 includes: a second sun gear S2; aplurality of pairs of mutually meshing second planetary gears P2; asecond carrier CA2 supporting the second planetary gears P2 such thateach second planetary gear P2 is rotatable about its axis and about theaxis of the second sun gear S2; and a second ring gear R2 meshing withthe second sun gear S2 through the second planetary gears P2. Forexample, the second planetary gear set 524 has a gear ratio ρ2 of about0.539. The third planetary gear set 526 has: a third sun gear S3, athird planetary gear P3; a third carrier CA3 supporting the thirdplanetary gear P3 such that the third planetary gear P3 is rotatableabout its axis and about the axis of the third sun gear S3; and a thirdring gear R3 meshing with the third sun gear S2 through the thirdplanetary gear P3. For example, the third planetary gear set 526 has agear ratio ρ3 of about 0.460.

Like the automatic transmission 512 of FIG. 83, the automatictransmission 522 includes the first and second brakes B1, B2 and thefirst through third clutches C1-C3. The second sun gear S2 isselectively connected to a power transmitting member in the form of thecounter driven gear CG2 of the counter gear pair CG through the secondclutch C2, and selectively fixed to the casing 12 through the firstbrake B1. The second carrier CA2 and the third sun gear S3 areintegrally fixed to each other and selectively connected to the counterdriven gear CG2 through the first clutch C1. The second ring gear R2 andthe third ring gear R3 are integrally fixed to each other andselectively connected to the counter driven gear CG2 through the thirdclutch C3, and selectively fixed to the casing 12 through the secondbrake B2. The third carrier CA3 is fixed to an output rotary member inthe form of the differential drive gear 32.

The components of the automatic transmission 520 of the drive system 520will be described. The first through third clutches C1-C3 are disposedbetween the second planetary gear set 524 and the counter driven gearCG2, such that the third clutch C3 is located closer to the counterdriven gear CG2 than the first and second clutches C1, C2. The firstbrake B1 is disposed on one side of the counter driven gear CG2 which isremote from the third clutch C3, and the second planetary gear set 524and the third planetary gear set 526 are disposed between the first andsecond clutches C, C2 and the differential drive gear 32.

The above-described second sun gear S2 functions as the fourth rotaryelement RE4, and the second ring gear R2 and third ring gear R3integrally fixed to each other function as the fifth rotary element RE5.The third carrier CA3 functions as the sixth rotary element RE6, and thesecond carrier CA2 and third sun gear S3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 77-83 applies to the drive system 520.

The present drive system 520 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 522 functioningas a step-variable shifting portion or a second shifting portion, andthe automatic transmission 522 is principally constituted by the twoplanetary gear sets 524, 526. In this respect, the present embodimenthas the same advantage as the embodiment of FIG. 77. Further, the powerdistributing mechanism 16 and the automatic transmission 522 are notdisposed coaxially with each other, and the second electric motor M2 isdisposed on the first axis 14 c, so that the required dimension of thedrive system in the axial direction can be favorably reduced.

Embodiment 30

FIG. 85 is a schematic view for explaining an arrangement of a drivesystem 530 according to another embodiment of this invention. The drivesystem 530 of the present embodiment also includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodimentshown in FIG. 80. The present embodiment is different from theembodiment of FIG. 80, only in the construction of a step-variableautomatic transmission 532 disposed on the second axis 32 c.

The automatic transmission 532 includes a single-pinion type secondplanetary gear set 534 and a double-pinion type third planetary gear set536. The second planetary gear set 534 includes: a second sun gear S2; asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P2. For example, the second planetary gear set 534has a gear ratio ρ2 of about 0.460. The third planetary gear set 536has: a third sun gear S3, a plurality of pairs of mutually meshing thirdplanetary gears P3; a third carrier CA3 supporting the third planetarygears P3 such that each third planetary gear P3 is rotatable about itsaxis and about the axis of the third sun gear S3; and a third ring gearR3 meshing with the third sun gear S2 through the third planetary gearsP3. For example, the third planetary gear set 536 has a gear ratio ρ3 ofabout 0.369.

Like the automatic transmission 512 of FIG. 83 and the automatictransmission 522 of FIG. 84, the automatic transmission 530 includes thefirst and second brakes B1, B2 and the first through third clutchesC1-C3. The second sun gear S2 and the third carrier CA3 are integrallyfixed to each other and selectively connected to a power transmittingmember in the form of the counter driven gear CG2 of the counter gearpair CG through the first clutch C1. The second carrier CA2 and thethird ring gear R3 are integrally fixed to each other and fixed to anoutput rotary member in the form of the differential drive gear 32, andthe second ring gear R2 is selectively connected to the counter drivengear CG2 through the third clutch C3 and selectively fixed to the casing12 through the second brake B2. The second sun gear S2 is selectivelyconnected to the counter driven gear CG2 through the second clutch C2and selectively fixed to the casing through the first brake B1.

The components of the automatic transmission 532 of the drive system 530will be described. The first through third clutches C1-C3 are disposedbetween the second planetary gear set 534 and the counter driven gearCG2, such that the third clutch C3 is located closer to the counterdriven gear CG2 than the first and second clutches C1, C2. The firstbrake B1 is disposed on one side of the differential drive gear 32 whichis remote from the third planetary gear set 536. In other words, thedifferential drive gear 32 is disposed between the first brake B1 andthe third planetary gear set 536.

The above-described third sun gear S3 functions as the fourth rotaryelement RE4, and the second ring gear R2 functions as the fifth rotaryelement RE5. The second carrier CA2 and third ring gear R3 integrallyfixed to each other function as the sixth rotary element RE6, and thesecond sun gear S3 and third carrier CA3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 77-84 applies to the drive system 530.

The present drive system 530 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 532 functioningas a step-variable shifting portion or a second shifting portion, andthe automatic transmission 532 is principally constituted by the twoplanetary gear sets 534, 536. In this respect, the present embodimenthas the same advantage as the embodiment of FIG. 77. Further, the powerdistributing mechanism 16 and the automatic transmission 532 are notdisposed coaxially with each other, and the power distributing mechanism16 and the automatic transmission 532 are disposed between the engine 8and the counter gear pair CG, and the second electric motor M2 isdisposed on the first axis 14 c, so that the required dimension of thedrive system in the axial direction can be favorably reduced, as in theembodiment of FIG. 80.

Embodiment of FIG. 31

FIG. 86 is a schematic view for explaining an arrangement of a drivesystem 540 according to another embodiment of this invention. The drivesystem 540 of the present embodiment also includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodimentshown in FIG. 80. The present embodiment is different from theembodiment of FIG. 80, only in the construction of a step-variableautomatic transmission 542 disposed on the second axis 32 c.

The automatic transmission 542 includes a single-pinion type secondplanetary gear set 544 and a single-pinion type third planetary gear set546. The second planetary gear set 544 includes: a second sun gear S2; asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P2. For example, the second planetary gear set 544has a gear ratio ρ2 of about 0.368. The third planetary gear set 546has: a third sun gear S3, a third planetary gear P3; a third carrier CA3supporting the third planetary gear P3 such that the third planetarygear P3 is rotatable about its axis and about the axis of the third sungear S3; and a third ring gear R3 meshing with the third sun gear S2through the third planetary gear P3. For example, the third planetarygear set 546 has a gear ratio ρ3 of about 0.460. The automatictransmission 542 includes the first and second brakes B1, B2 and thefirst through third clutches C1-C3, as in the automatic transmission 522of FIG. 84.

The second sun gear S2 is selectively connected to a power transmittingmember in the form of the counter driven gear CG2 of the counter gearpair CG through the second clutch C2, and is selectively fixed to thecasing 12 through the first brake B1. The second carrier CA2 and thirdring gear R3 that are integrally fixed to each other are selectivelyconnected to the counter driven gear CG2 through the third clutch C3,and are selectively fixed to the casing 12 through the second brake B2.The second ring gear R2 and third carrier CA3 are integrally fixed toeach other and to the differential drive gear 32. The third sun gear S3is selectively connected to the counter driven gear CG2 through thefirst clutch C1.

The components of the drive system 540 are identical with those of theembodiment shown in FIG. 80. That is, the power distributing mechanism16 is disposed between the engine 8 and the counter gear pair CG, andadjacent to the counter gear pair CG. The second electric motor M2 isdisposed on the first axis 14 c, between the first planetary gear set544 and the counter gear pair CG, and adjacent to the counter gear pairCG. The automatic transmission 542 is disposed between the counter gearpair CG and the differential drive gear 32 (engine 8), and adjacent tothe counter gear pair CG.

The above-described second sun gear S2 functions as the fourth rotaryelement RE4, and the second carrier CA2 and third ring gear R3integrally fixed to each other function as the fifth rotary element RE5.The second ring gear R2 and third carrier CA3 integrally fixed to eachother function as the sixth rotary element RE6, and the third sun gearS3 functions as the seventh rotary element RE7. The collinear chart ofthe embodiments of FIGS. 77-85 applies to the drive system 540.

The automatic transmission 540 of the present embodiment also includesthe power distributing mechanism 16 functioning as acontinuously-variable shifting portion or a first shifting portion, andthe automatic transmission 542 functioning as a step-variable shiftingportion or a second shifting portion, and the automatic transmission 542is principally constituted by the two planetary gear sets 544, 546. Inthis respect, the present embodiment has the same advantage as theembodiment of FIG. 77. Further, the power distributing mechanism 16 andthe automatic transmission 542 are not disposed coaxially with eachother, and the power distributing mechanism 16 and the automatictransmission 542 are disposed between the engine 8 and the counter gearpair CG, and the second electric motor M2 is disposed on the first axis14 c, so that the required dimension of the drive system in the axialdirection can be favorably reduced, as in the embodiment of FIG. 80.

Embodiment 32

FIG. 87 is a schematic view for explaining an arrangement of a drivesystem 550 according to another embodiment of this invention. The drivesystem 550 of the present embodiment also includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodimentshown in FIG. 80. The present embodiment is different from theembodiment of FIG. 80, only in the construction of a step-variableautomatic transmission 552 disposed on the second axis 32 c.

The automatic transmission 552 includes a single-pinion type secondplanetary gear set 554 and a single-pinion type third planetary gear set556. The second planetary gear set 554 includes: a second sun gear S2; asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P2. For example, the second planetary gear set 544has a gear ratio ρ2 of about 0.460. The third planetary gear set 556has: a third sun gear S3, a third planetary gear P3; a third carrier CA3supporting the third planetary gear P3 such that the third planetarygear P3 is rotatable about its axis and about the axis of the third sungear S3; and a third ring gear R3 meshing with the third sun gear S2through the third planetary gear P3. For example, the third planetarygear set 556 has a gear ratio ρ3 of about 0.585. The automatictransmission 552 includes the first and second brakes B1, B2 and thefirst through third clutches C1-C3, as in the automatic transmission 522of FIG. 84.

The second sun gear S2 and third ring gear R3 are integrally fixed toeach other and selectively connected to a power transmitting member inthe form of the counter driven gear CG2 of the counter gear pair CGthrough the first clutch C1. The second carrier CA2 and third carrierCA3 are integrally fixed to each other and to an output rotary member inthe form of the differential drive gear 32. The second ring gear R2 isselectively connected to the counter drive gear CG2 through the thirdclutch C3 and selectively fixed to the casing 12 through the secondbrake B2. The third sun gear S3 is selectively connected to the counterdriven gear CG2 through the first clutch C1 and selectively fixed to thecasing 12 through the first brake B1. The components of the drive system550 are identical with those of the preceding embodiment of FIG. 87.

The above-described third sun gear S3 functions as the fourth rotaryelement RE4, and the second ring gear R2 functions as the fifth rotaryelement RE5. The second carrier CA2 and third carrier CA3 integrallyfixed to each other function as the sixth rotary element RE6, and thesecond sun gear S2 and third ring gear R3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 77-86 applies to the drive system 550.

The automatic transmission 550 of the present embodiment also includesthe power distributing mechanism 16 functioning as acontinuously-variable shifting portion or a first shifting portion, andthe automatic transmission 552 functioning as a step-variable shiftingportion or a second shifting portion, and the automatic transmission 552is principally constituted by the two planetary gear sets 554, 556. Inthis respect, the present embodiment has the same advantage as theembodiment of FIG. 77. Further, the power distributing mechanism 16 andthe automatic transmission 552 are not disposed coaxially with eachother, and the power distributing mechanism 16 and the automatictransmission 552 are disposed between the engine 8 and the counter gearpair CG, and the second electric motor M2 is disposed on the first axis14 c, so that the required dimension of the drive system in the axialdirection can be favorably reduced, as in the embodiment of FIG. 80.

Embodiment 33

FIG. 88 is a schematic view for explaining a drive system 560 accordingto another embodiment of this invention. The drive system 560 of thepresent embodiment includes the power distributing mechanism 16, thefirst electric motor M1, the second electric motor M2 and the countergear pair CG, as in the embodiment shown in FIG. 80. The first andsecond electric motors M1, M2 and the counter drive gear CG1 of thecounter gear pair CG are connected to the power distributing mechanism16 in the same manner as in the embodiment of FIG. 80.

The counter driven gear CG2 and the differential drive gear 32 aredisposed on the second axis 32 c parallel to the first axis 14 c. Anautomatic transmission 562 is disposed on the second axis 32 c, betweenthe counter driven gear CG2 and the differential drive gear 32.

The automatic transmission 562 includes a single-pinion type secondplanetary gear set 564 having a predetermined gear ratio ρ2 of about0.585, for example, and a single-pinion type third planetary gear set566 having a predetermined gear ratio ρ3 of about 0.368, for example.The automatic transmission 562 includes the first and second brakes B1,B2 and the first and third clutches C1, C3. Each of the two brakes B1,B2 and the two clutches C1, C3 is of a wet-type multiple-disc typehaving a plurality of friction plates which are superposed on each otherand which are forced against each other by a hydraulic actuator.

In the automatic transmission 562, the second sun gear S2 and third sungear S3 are integrally fixed to each other and selectively fixed to thecasing 12 through the first brake B1, and the second carrier CA2 andthird ring gear R3 are integrally fixed to each other and to an outputrotary member in the form of the differential drive gear 32. The secondring gear R2 is selectively connected to a power transmitting member inthe form of the counter driven gear CG2 of the counter gear pair CG, andthe third carrier CA3 is selectively connected to the counter drivengear CG2 through the third clutch. C3 and selectively fixed to thecasing 12 through the second brake B2.

FIG. 89 is a collinear chart showing an example of the shiftingoperation of the drive system 560. As indicated in this collinear chart,the second sun gear S2 and third sun gear S3 integrally fixed to eachother function as the fourth rotary element RE4, and the third carrierCA3 functions as the fifth rotary element RE5. Further, the secondcarrier CA2 and third ring gear R3 integrally fixed to each otherfunction as the sixth rotary element RE6, and the ring gear R2 functionsas the seventh rotary element RE7. In the first planetary gear set 24,the first sun gear S1 functions as the second rotary element RE2, andthe first carrier CA1 functions as the first rotary element RE1, whilethe first ring gear R1 functions as the third rotary element RE3.

The first-gear position is established when the switching clutch C0,first clutch C1 and second brake B2 are engaged, and the second-gearposition is established when the switching clutch C0, first clutch C1and first brake B1 are engaged. The third-gear position is establishedwhen the switching clutch C0, first clutch C1 and third clutch C3 areengaged, and the fourth-gear position is established when the switchingclutch C3, third clutch C3 and first brake B1 are engaged. Thefifth-gear position is established when the switching brake B0, thirdclutch C3 and first brake B1 are engaged. The first-gear positionthrough the fifth-gear positions have respective gear ratios γ1-γ5similar to those in the preceding embodiments.

The reverse-gear position is established by reverse rotation of thethird rotary element RE3 (first ring gear R1) which is caused byrotation of the second electric motor M2 in the direction opposite tothe direction of rotation of the engine 8, and by engaging actions ofthe first clutch C1 and third clutch C3 to transmit a rotary motion ofthe third rotary element RE3 to the differential drive gear 32. The gearratio of this reverse-gear position is continuously variable bycontrolling the rotating speed of the second electric motor M2. In thereverse-gear position, the rotating speed of the first rotary elementRE1 (first carrier CA1) is zero, as indicated by a straight line L0R1,that is, the engine 8 is at rest. Where the amount of electric energystored for operating the second electric motor M2 is smaller than alower limit, the engine 8 is operated to operate the first electricmotor M1, as indicated by a straight line L0R2, so that the secondelectric motor M2 can be operated with an electric energy generated bythe first electric motor M1.

The table of FIG. 90 indicates a relationship between the gear positionsof the above-described drive system 560 and combinations of thehydraulically operated frictional coupling devices that are engaged toestablish the respective gear positions. As indicated in this table ofFIG. 90 by way of example, the neutral position “N” is established byengaging only the second clutch C2.

The present drive system 560 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 562 functioningas a step-variable shifting portion or a second shifting portion. Theautomatic transmission 562 is principally constituted by the twoplanetary gear sets 564, 566, and has the same advantage as that in theembodiment of FIG. 77. Further, the power distributing mechanism 16 andthe automatic transmission 562 are not disposed coaxially with eachother, and are disposed between the engine 8 and the counter gear pairCG, while the second electric motor M2 is disposed on the first axis 14c, so that the required dimension of the drive system in the axialdirection can be favorably reduced, as in the embodiment of FIG. 80. Inthe absence of the second clutch C2 provided in the embodiments of FIGS.77-87, the size and the axial dimension of the drive system 560 arefurther reduced.

Embodiment 34

FIG. 91 is a schematic view for explaining a drive system 570 accordingto another embodiment of this invention. The present embodiment isdifferent from the preceding embodiment of FIG. 88, primarily in thatthe power distributing mechanism 16 and the automatic transmission 562are disposed coaxially with each other. Namely, the drive system 570 ofthe present embodiment is different from the embodiment of FIG. 88, onlyin the use of the power transmitting member 18 in place of the countergear pair CG, and in that the automatic transmission 562 is disposedcoaxially with the output shaft 22, between the power transmittingmember 18 and the output shaft 22.

The present drive system 570 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 562 functioningas a step-variable shifting portion or a second shifting portion. Theautomatic transmission 562 is principally constituted by the twoplanetary gear sets 564, 566, and has the same advantage as that in theembodiment of FIG. 77. Further, in the absence of the second clutch C2provided in the embodiments of FIGS. 77-87, the size and the axialdimension of the drive system 570 are further reduced.

Embodiment 35

FIG. 92 is a schematic view explaining a drive system 460 for a hybridvehicle, according to another embodiment of this invention. The drivesystem 610 shown in FIG. 92 includes: an input rotary member in the formof an input shaft 14 disposed on a common axis in a transmission casing12 (hereinafter abbreviated as “casing 12”) functioning as a stationarymember attached to a body of the vehicle; a differential mechanism inthe form of a power distributing mechanism 16 connected to the inputshaft 14 either directly, or indirectly via a pulsation absorbing damper(vibration damping device) not shown; a step-variable or multiple-stepautomatic transmission 620 interposed between and connected in seriesvia a power transmitting member 18 (power transmitting shaft) to thepower distributing mechanism 16 and an output shaft 22; and an outputrotary member in the form of the above-indicated output shaft 22connected to the automatic transmission 20. The input shaft 12, powerdistributing mechanism 16, automatic transmission 620 and output shaft22 are connected in series with each other. This drive system 610 issuitably used for a transverse FR vehicle (front-engine, rear-drivevehicle), and is disposed between a drive power source in the form of anengine 8 and a pair of drive wheels 38, to transmit a vehicle driveforce to the pair of drive wheels 38 through a differential gear device36 (final speed reduction gear) and a pair of drive axles, as shown inFIG. 7. It is noted that a lower half of the drive system 610, which isconstructed symmetrically with respect to its axis, is omitted in FIG.77.

The automatic transmission 620 includes a double-pinion type secondplanetary gear set 626, and a single-pinion type third planetary gearset 628. The second planetary gear set 426 has: a second sun gear S2; aplurality of pairs of mutually meshing second planetary gears P2; asecond carrier CA2 supporting the second planetary gears P2 such thateach second planetary gear P2 is rotatable about its axis and about theaxis of the second sun gear S2; and a second ring gear R2 meshing withthe second sun gear S2 through the second planetary gears P2. Forexample, the second planetary gear set 626 has a gear ratio ρ2 of about0.529. The third planetary gear set 428 has: a third sun gear S3, athird planetary gear P3 P3; a third carrier CA3 supporting the thirdplanetary gear P3 such that the third planetary gear P3 is rotatableabout its axis and about the axis of the third sun gear S3; and a thirdring gear R3 meshing with the third sun gear S3 through the thirdplanetary gear P3. For example, the third planetary gear set 628 has agear ratio ρ3 of about 0.417. Where the numbers of teeth of the secondsun gear S2, second ring gear R2, third sun gear S3, third ring gear R3,are represented by ZS2, ZR2, ZS3 and ZR3, respectively, theabove-indicated gear ratios ρ2 and ρ3 are represented by ZS2/ZR2 andZS3/ZR3, respectively.

In the automatic transmission 620, the second sun gear S2 and the thirdring gear R3 are selectively fixed to the casing 12 through a firstbrake B1. The second carrier CA2 and the third sun gear S3 areselectively connected to the power transmitting member 18 through afirst clutch C1 and selectively fixed to the casing through a secondbrake B2. The second ring gear R2 is selectively connected to the powertransmitting member 18 through a second clutch C2 and selectively fixedto the casing 12 through a third brake B3. The third carrier CA3 isfixed to the output shaft 22.

The above-described switching clutch C0, first clutch C1, second clutchC2, switching brake B0, first brake B1, second brake B2 and third brakeB3 are hydraulically operated frictional coupling devices used in aconventional vehicular automatic transmission. For example, each ofthese frictional coupling devices is constituted by a wet-typemultiple-disc coupling device including a plurality of friction plateswhich are superposed on each other and which are forced against eachother by a hydraulic actuator, to selective connect two members betweenwhich the coupling device is interposed.

In the drive system 610 constructed as described above, one of afirst-gear position (first-speed position) through a fifth-gear position(fifth-speed position), a reverse-gear position (rear-drive position)and a neural position is selectively established by engaging actions ofa corresponding combination of the frictional coupling devices selectedfrom the above-described switching clutch C0, first clutch C1, secondclutch C2, switching brake B0, first brake B1, second brake B2 and thirdbrake B3, as indicated in the table of FIG. 93. In particular, it isnoted that the power distributing mechanism 16 provided with theswitching clutch C0 and brake B0 can be selectively placed by engagementof the switching clutch C0 or switching brake B0, in thefixed-speed-ratio shifting state in which the mechanism 16 is operableas a transmission having a single gear position with one speed ratio ora plurality of gear positions with respective speed ratios, as well asin the continuously-variable shifting state in which the mechanism 16 isoperable as a continuously variable transmission, as described above. Inthe present drive system 610, therefore, a step-variable transmission isconstituted by the automatic transmission 620, and the powerdistributing mechanism 16 which is placed in the fixed-speed-ratioshifting state by engagement of the switching clutch C0 or switchingbrake B0. Further, a continuously variable transmission is constitutedby the automatic transmission 620, and the power distributing mechanism16 which is placed in the continuously-variable shifting state, withnone of the switching clutch C0 and brake B0 being engaged.

Where the drive system 610 functions as the step-variable transmission,for example, the first-gear position having the highest speed ratio γ1of about 3.500, for example, is established by engaging actions of theswitching clutch C0, first clutch C1 and first brake B1, and thesecond-gear position having the speed ratio γ2 of about 1.600, forexample, which is lower than the speed ratio γ1, is established byengaging actions of the switching clutch C0, second clutch C2 and firstbrake B1, as indicated in FIG. 93. The speed ratio is equal to the inputshaft speed N_(IN)/output shaft speed N_(OUT). Further, the third-gearposition having the speed ratio γ3 of about 1.000, for example, which islower than the speed ratio γ2, is established by engaging actions of theswitching clutch C0, first clutch C1 and second clutch C2, and thefourth-gear position having the speed ratio γ4 of about 0.760, forexample, which is lower than the speed ratio γ3, is established byengaging actions of the switching clutch C0, second clutch C2 and secondbrake B2. The fifth-gear position having the speed ratio γ5 of about0.585, for example, which is smaller than the speed ratio γ4, isestablished by engaging actions of the second clutch C2, switching brakeB0 and second brake B2. Further, the reverse-gear position having thespeed ratio γR of about 2.717, for example, which is intermediatebetween the speed ratios γ1 and γ2, is established by engaging actionsof the first clutch C1 and the third brake B3. The neutral position N isestablished by engaging only the first clutch C1.

Where the drive system 610 functions as the continuously-variabletransmission, on the other hand, the switching clutch C0 and theswitching brake B0 are both released, as indicated in FIG. 93, so thatthe power distributing mechanism 16 functions as the continuouslyvariable transmission, while the automatic transmission 620 connected inseries to the power distributing mechanism 16 functions as thestep-variable transmission, whereby the speed of the rotary motiontransmitted to the automatic transmission 620 placed in one of thefirst-gear, second-gear, third-gear and fourth-gear positions, namely,the rotating speed of the power transmitting member 18 is continuouslychanged, so that the speed ratio of the drive system when the automatictransmission 620 is placed in one of those gear positions iscontinuously variable over a predetermined range. Accordingly, the speedratio of the automatic transmission 620 is continuously variable acrossthe adjacent gear positions, whereby the overall speed ratio γT of thedrive system 610 is continuously variable.

The collinear chart of FIG. 94 indicates, by straight lines, arelationship among the rotating speeds of the rotary elements in each ofthe gear positions of the drive system 610, which is constituted by thepower distributing mechanism 16 functioning as the continuously-variableshifting portion or first shifting portion, and the automatictransmission 620 functioning as the step-variable shifting portion orsecond shifting portion. The collinear chart of FIG. 94 is a rectangulartwo-dimensional coordinate system in which the gear ratios ρ of theplanetary gear sets 624, 626, 628 are taken along the horizontal axis,while the relative rotating speeds of the rotary elements are takenalong the vertical axis. A lower one of three horizontal lines X1, X2,XG, that is, the horizontal line X1 indicates the rotating speed of 0,while an upper one of the three horizontal lines, that is, thehorizontal line X2 indicates the rotating speed of 1.0, that is, anoperating speed N_(E) of the engine 8 connected to the input shaft 14.The horizontal line XG indicates the rotating speed of the powertransmitting member 18. Three vertical lines Y1, Y2 and Y3 correspondingto the power distributing mechanism 16 respectively represent therelative rotating speeds of a second rotary element (second element) RE2in the form of the first sun gear S1, a first rotary element (firstelement) RE1 in the form of the first carrier CA1, and a third rotaryelement (third element) RE3 in the form of the first ring gear R1. Thedistances between the adjacent ones of the vertical lines Y1, Y2 and Y3are determined by the gear ratio ρ1 of the first planetary gear set 624.That is, the distance between the vertical lines Y1 and Y2 correspondsto “1”, while the distance between the vertical lines Y2 and Y3corresponds to the gear ratio ρ1. Further, five vertical lines Y4, Y5,Y6 and Y7 corresponding to the automatic transmission 20 respectivelyrepresent the relative rotating speeds of a fourth rotary element(fourth element) RE4 in the form of the second carrier S2 and third sungear S3 that are integrally fixed to each other, a fifth rotary element(fifth element) RE5 in the form of the second ring gear R2, a sixthrotary element (sixth element) RE6 in the form of the third carrier CA3,and a seventh rotary element (seventh element) RE7 in the form of thesecond sun gear S2 and third ring gear R3 that are integrally fixed toeach other. The distances between the adjacent ones of the verticallines Y4-Y7 are determined by the gear ratios ρ2 and ρ3 of the secondand third planetary gear sets 626, 628.

Referring to the collinear chart of FIG. 94, the power distributingmechanism (continuously variable shifting portion) 16 of the drivesystem 610 is arranged such that the first rotary element RE1 (firstcarrier CA1), which is one of the three rotary elements of the firstplanetary gear set 624, is integrally fixed to the input shaft 14 andselectively connected to the second rotary element RE2 in the form ofthe first sun gear S1 through the switching clutch C0, and this secondrotary element RE2 (first sun gear S1) is fixed to the first electricmotor M1 and selectively fixed to the casing 12 through the switchingbrake B0, while the third rotary element RE3 (first ring gear R1) isfixed to the power transmitting member 18 and the second electric motorM2, so that a rotary motion of the input shaft 14 is transmitted to theautomatic transmission (step-variable transmission) 620 through thepower transmitting member 18. A relationship between the rotating speedsof the first sun gear S1 and the first ring gear R1 is represented by aninclined straight line L0 which passes a point of intersection betweenthe lines Y2 and X2.

FIGS. 4 and 5 correspond to a part of the collinear chart of FIG. 94which shows the power distributing mechanism 16. FIG. 4 shows an exampleof an operating state of the power distributing mechanism 16 placed inthe continuously-variable shifting state with the switching clutch C0and the switching brake B0 held in the released state. The rotatingspeed of the first sun gear S1 represented by the point of intersectionbetween the straight line L0 and vertical line Y1 is raised or loweredby controlling the reaction force generated by an operation of the firstelectric motor M1 to generate an electric energy, so that the rotatingspeed of the first ring gear R1 represented by the point of intersectionbetween the lines L0 and Y3 is lowered or raised. In the operating stateof FIG. 4, the first sun gear S1 is rotated in the negative direction,with the first electric motor M1 being operated by application of anelectric energy thereto. While the first sun gear S1 is rotated in thenegative direction as indicated in FIG. 4, the angle of inclination ofthe straight line L0 is relatively large, indicating an accordingly highspeed of rotation of the first ring gear R1 and the power transmittingmember 18, making it possible to drive the vehicle at a relatively highspeed. On the other hand, the application of the electric energy to thefirst electric motor M1 results in deterioration of the fuel economy. Inthe drive system 610 according to the present embodiment, however, theautomatic transmission 620 is arranged to increase the speed of a rotarymotion transmitted through the power transmitting member 18, asdescribed below, so that there is not a high degree of opportunitywherein the first sun gear S1 must be rotated in the negative direction.Accordingly, the fuel economy is higher in the present drive system thanin the case where the automatic transmission 620 were not able toincrease the speed of the rotary motion transmitted through the powertransmitting member 18.

FIG. 5 shows an example of an operating state of the power distributingmechanism 16 placed in the step-variable shifting state with theswitching clutch C0 held in the engaged state. When the first sun gearS1 and the first carrier CA1 are connected to each other in thisstep-variable shifting state, the three rotary elements indicated aboveare rotated as a unit, so that the line L0 is aligned with thehorizontal line X2, whereby the power transmitting member 18 is rotatedat a speed equal to the engine speed N_(E). When the switching brake B0is engaged, on the other hand, the rotation of the power transmittingmember 18 is stopped, so that the straight line L0 is inclined in thestate indicated in FIG. 94, whereby the rotating speed of the first ringgear R1, that is, the rotation of the power transmitting member 18represented by a point of intersection between the straight line L0 andvertical line Y3 is made higher than the engine speed N_(E) andtransmitted to the automatic transmission 620.

In the automatic transmission 620, the fourth rotary element RE4 isselectively connected to the power transmitting member 18 through thefirst clutch C1, and selectively fixed to the transmission casing 12through the second brake B2, and the fifth rotary element RE5 isselectively connected to the power transmitting member 18 through thesecond clutch C2 and selectively fixed to the casing 12 through thethird brake B3. The sixth rotary element RE6 is fixed to the outputshaft 22, while the seventh rotary element RE7 is selectively connectedto the casing 12 through the first brake B1.

When the first clutch C1 and the first brake B1 are engaged, theautomatic transmission 620 is placed in the first-speed position. Therotating speed of the output shaft 22 in the first-speed position isrepresented by a point of intersection between the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22 and an inclined straight line L1 which passes apoint of intersection between the vertical line Y4 indicative of therotating speed of the fourth rotary element RE4 and the horizontal lineX2, and a point of intersection between the vertical line Y7 indicativeof the rotating speed of the seventh rotary element RE7 and thehorizontal line X1. Similarly, the rotating speed of the output shaft 22in the second-speed position established by the engaging actions of thesecond clutch C1 and first brake B1 is represented by a point ofintersection between an inclined straight line L2 determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22. Therotating speed of the output shaft 22 in the third-speed positionestablished by the engaging actions of the first clutch C1 and secondclutch C2 is represented by a point of intersection between an inclinedstraight line L3 determined by those engaging actions and the verticalline Y6 indicative of the rotating speed of the sixth rotary element RE6fixed to the output shaft 22. The rotating speed of the output shaft 22in the fourth-speed position established by the engaging actions of thesecond brake B2 and second clutch C2 is represented by a point ofintersection between a horizontal line L4 determined by those engagingactions and the vertical line Y6 indicative of the rotating speed of thesixth rotary element RE6 fixed to the output shaft 22. In thefourth-speed position, the output speed of the automatic transmission ishigher than the rotating speed of the power transmitting member 18. Inthe first-speed through fourth-speed positions in which the switchingclutch C0 is placed in the engaged state, the fifth rotary element RE5is rotated at the same speed as the engine speed N_(E), with the driveforce received from the power distributing mechanism 16. When theswitching clutch B0 is engaged in place of the switching clutch C0, thesixth rotary element RE6 is rotated at a speed higher than the enginespeed N_(E), with the drive force received from the power distributingmechanism 16. The rotating speed of the output shaft 22 in thefifth-speed position established by the engaging actions of the secondbrake B2, second clutch C2 and switching brake B0 is represented by apoint of intersection between a horizontal line L5 determined by thoseengaging actions and the vertical line Y6 indicative of the rotatingspeed of the sixth rotary element RE6 fixed to the output shaft 22. Inthis fifth-speed position, too, the output speed of the automatictransmission is higher than the rotating speed of the power transmittingmember 18. The rotating speed of the output shaft 22 in the reverse-gearposition R established by the first clutch C1 and third brake B3 isrepresented by a point of intersection between an inclined straight lineLR determined by those engaging actions and the vertical line Y6indicative of the rotating speed of the sixth rotary element RE6 fixedto the output shaft 22.

In the drive system 610 constructed as described above, the electroniccontrol unit 40 shown in FIG. 6 having the control functions shown inFIG. 7 or FIG. 11 by way of example performs the hybrid controls of theengine 8 and the first and second electric motors M1, M2, the shiftingcontrol of the automatic transmission 20, and other vehicle drivecontrols.

In the drive system 610 of the present embodiment, the powerdistributing mechanism 16 is selectively switched by the engaging andreleasing actions of the switching clutch C0 and the switching brake B0,between the continuously-variable shifting state in which the mechanism16 is operable as an electrically controlled continuously variabletransmission, and the fixed-speed-ratio shifting state in which themechanism 16 is operable as a transmission having fixed speed ratios. Onthe basis of the vehicle condition, the switching control means 50automatically switches the drive system 610 between thecontinuously-variable shifting state and the step-variable shiftingstate. Therefore, the present drive system has not only an advantage ofan improvement in the fuel economy owing to a function of a transmissionwhose speed ratio is electrically variable, but also an advantage ofhigh power transmitting efficiency owing to a function of a gear typetransmission capable of mechanically transmitting a vehicle drive force.Accordingly, when the engine is in a normal output state at the vehiclerunning speed V not higher than the upper limit V1, with the outputtorque T_(OUT) not lower than the upper limit T1, for example, asindicated in FIG. 12, the drive system 610 is placed in thecontinuously-variable shifting state, assuring a high degree of fueleconomy of the hybrid vehicle during a normal city-running, that is,during a low- or medium-speed and low- or medium-output running. Whenthe vehicle is running at a relatively high speed V not lower than theupper limit V1, for example, as indicated in FIG. 12, on the other hand,the drive system 610 is placed in the step-variable shifting state inwhich the output of the engine 8 is transmitted to the drive wheels 38primarily through the mechanical power transmitting path, so that thefuel economy is improved owing to reduction of a loss of conversion ofthe mechanical energy into the electric energy, which would take placewhen the drive system were placed in the continuously-variable shiftingstate. When the vehicle is running at a relatively high output torqueT_(OUT) not lower than the upper limit T1, for example, as indicated inFIG. 12, the drive system 610 is also placed in the step-variableshifting state. Therefore, the drive system 610 is placed in thecontinuously-variable shifting state only when the vehicle speed isrelatively low or medium or when the output torque is relatively low ormedium, so that the maximum amount of electric energy generated by thefirst electric motor M1, that is, the maximum amount of electric energythat must be transmitted from the first electric motor M1 can bereduced, whereby the required electrical reaction force of the firstelectric motor M1 can be reduced, making it possible to minimize therequired sizes of the first electric motor M1 and the second electricmotor M2, and the required size of the drive system including thoseelectric motors. Further, the automatic transmission 620 principallyconstituted by the two planetary gear sets 626, 628 has a comparativelysmall dimension in its axial direction, making it possible to furtherreduce the required axial dimension of the drive system 610 includingthose planetary gear sets.

The present embodiment is further arranged such that the output speed ofthe automatic transmission 620 is higher than the rotating speed of thepower transmitting member 18, so that the first ring gear R1 of thefirst planetary gear set 624 which is rotated with the powertransmitting member 18 can be made comparatively low, even when thevehicle running speed is comparatively high. Accordingly, there is not ahigh degree of opportunity wherein the first electric motor M1 fixed tothe first sun gear S1 must be rotated in the negative direction.Accordingly, the fuel economy can be improved.

Embodiment 36

FIG. 95 is a schematic view for explaining an arrangement of a drivesystem 680 according to another embodiment of this invention. Thepresent embodiment is different from the embodiment shown in FIGS.92-94, primarily in that the power distributing mechanism 16 and anautomatic transmission 620 are not disposed coaxially with each other inthe present embodiment. The following description of the presentembodiment primarily relates to a difference between the drive system680 and the drive system 610.

The drive system 680 shown in FIG. 95 is provided, within a casing 12attached to the vehicle body, with: an input shaft 14 disposed rotatablyabout a first axis 14 c; the power distributing mechanism 16 mounted onthe input shaft 14 directly, or indirectly through a pulsation absorbingdamper (vibration damping device); the automatic transmission 620disposed rotatably about a second axis 32 c parallel to the first axis14 c; an output rotary member in the form of a differential drive gear32 connected to the automatic transmission 420; and a power transmittingmember in the form of a counter gear pair CG which connects the powerdistributing mechanism 16 and the automatic transmission 620, so as totransmit a drive force therebetween. This drive system 480 is suitablyused on a transverse FF (front-engine, front-drive) vehicle or atransverse RR (rear-engine, rear-drive) vehicle, and is disposed betweena drive power source in the form of an engine 8 and a pair of drivewheels 38. The drive force is transmitted from the differential drivegear 32 to the pair of drive wheels 38, through a differential gear 34meshing with the differential drive gear 32, a differential gear device36, a pair of drive axles 37, etc.

The counter gear pair CG indicated above consists of a counter drivegear CG1 disposed rotatably on the first axis 14 c and coaxially withthe power distributing mechanism 16 and fixed to a first ring gear R1,and a counter driven gear CG2 disposed rotatably on the second axis 32 cand coaxially with the automatic transmission 620 and connected to the6automatic transmission 20 through a first clutch C1 and a second clutchC2. The counter drive gear CG1 and the counter driven gear CG2 serve asa pair of members in the form of a pair of gears which are held inmeshing engagement with each other. Since the speed reduction ratio ofthe counter gear pair CG (rotating speed of the counter drive gearCG1/rotating speed of the counter driven gear CG2) is about 1.000, thecounter gear pair CG functionally corresponds to the power transmittingmember 18 in the embodiment shown in FIGS. 92-94, which connects thepower distributing mechanism 16 and the automatic transmission 620. Thatis, the counter drive gear CG1 corresponds to a power transmittingmember which constitutes a part of the power transmitting member 18 onthe side of the first axis 14 c, while the counter driven gear CG2corresponds to a power transmitting member which constitutes anotherpart of the power transmitting member 18 on the side of the second axis32 c.

Referring to FIG. 95, the individual elements of the drive system 680will be described. The counter gear pair CG is disposed adjacent to oneend of the power distributing mechanism 16 which remote from the engine8. In other words, the power distributing mechanism 16 is interposedbetween the engine 8 and the counter gear pair CG, and located adjacentto the counter gear pair CG. A second electric motor M2 is disposed onthe first axis 14 c, between a first planetary gear set 24 and thecounter gear pair CG, such that the second electric motor M2 is fixed tothe counter drive gear CG1. The differential drive gear 32 is disposedadjacent to one end of the automatic transmission 620 which is remotefrom the counter gear pair CG, that is, on the side of the engine 8. Inother words, the automatic transmission 620 is interposed between thecounter gear pair CG and the differential drive gear 32 (engine 8), andlocated adjacent to the counter gear pair CG. Between the counter gearpair CG and the differential drive gear 32, a second planetary gear set626 and a third planetary gear set 628 are disposed in the order ofdescription, in the direction from the counter gear pair CG toward thedifferential drive gear 32. The first clutch C1 and the second clutch C2are disposed between the counter gear pair CG and the second planetarygear set 426.

The present embodiment is different from the embodiment shown in FIGS.92-94, only in that the counter gear pair CG replaces the powertransmitting member 18 connecting the power distributing mechanism 16and the automatic transmission 620, and is identical with the embodimentof FIGS. 92-94 in the arrangements of the power distributing mechanism16 and automatic transmission 620. Accordingly, the table of FIG. 93 andthe collinear chart of FIG. 94 apply to the present embodiment.

In the present embodiment, too, the drive system 680 is constituted bythe power distributing mechanism 16 functioning as thecontinuously-variable shifting portion or first shifting portion, andthe automatic transmission 620 functioning as the step-variable shiftingportion or second shifting portion, so that the drive system 680 hasadvantages similar to those of the preceding embodiments. Unlike theembodiment shown in FIGS. 92-94, the present embodiment is arranged suchthat the power distributing mechanism 16 and the automatic transmission620 are not disposed coaxially with each other, so that the requireddimension of the drive system 680 in the axial direction can be reduced.Accordingly, the present drive system can be suitably used on atransversal FF or RR vehicle such that the first and second axes 14 c,32 c are parallel to the transverse or width direction of the vehicle.In this respect, it is noted that the maximum axial dimension of a drivesystem for such a transverse FF or RR vehicle is generally limited bythe width dimension of the vehicle. The present embodiment has anadditional advantage that the required axial dimension of the drivesystem 680 can be further reduced, since the power distributingmechanism 16 and the automatic transmission 620 are located between theengine 8 (differential drive gear 32) and the counter gear pair CG.Further, the required axial dimension of the second axis 32 c can bereduced owing to the arrangement in which the second electric motor M2is disposed on the first axis 13 c.

Embodiment 37

FIG. 96 is a schematic view for explaining a drive system 690 accordingto another embodiment of this invention, which includes the powerdistributing mechanism 16, the first electric motor M1 and the secondelectric motor M2, as in the embodiment of FIG. 92. The first and secondelectric motors M1, M2 are connected to the power distributing mechanism16 in the same manner as in the embodiment of FIG. 92. In the presentembodiment, too, the step-variable automatic transmission 692 isdisposed between and coaxially with the output shaft 22 and the inputshaft 14.

The automatic transmission 692 described above includes a double-piniontype second planetary gear set 694 and a single-pinion type thirdplanetary gear set 696. The second planetary gear set 694 includes: asecond sun gear S2; a plurality of pairs of mutually meshing secondplanetary gears P2; a second carrier CA2 supporting the second planetarygears P2 such that each second planetary gear PA2 is rotatable about itsaxis and about the axis of the second sun gear S2; and a second ringgear R2 meshing with the second sun gear S2 through the second planetarygears P2. For example, the second planetary gear set 494 has a gearratio ρ2 of about 0.529. The third planetary gear set 696 has: a thirdsun gear S3, a third planetary gear P3; a third carrier CA3 supportingthe third planetary gear P3 such that the third planetary gear P3 isrotatable about its axis and about the axis of the third sun gear S3;and a third ring gear R3 meshing with the third sun gear S3 through thethird planetary gear P3. For example, the third planetary gear set 696has a gear ratio ρ3 of about 0.333.

Like the automatic transmission 620 of FIG. 92, the automatictransmission 692 includes the first through third brakes B1-B3 and thefirst and second third clutches C1, C2. The second sun gear S2 isselectively fixed to the casing 12 through the first brake B1. Thesecond carrier CA2 and the third sun gear S3 are integrally fixed toeach other and selectively connected to the power transmitting member 18through the first clutch C1 and selectively fixed to the casing 12through the second brake B2. The second ring gear R2 and the thirdcarrier CA3 that are integrally fixed to each other are selectivelyconnected to the power transmitting member 18 through the second clutchC2 and selectively fixed to the casing 12 through the third brake B3.The third ring gear R3 is fixed to the output shaft 22.

The above-described second carrier CA2 and third sun gear S3 integrallyfixed to each other function as the fourth rotary element RE4, and thesecond ring gear R2 and the third carrier CA3 integrally fixed to eachother function as the fifth rotary element RE5. Further, the third ringgear R3 functions as the sixth rotary element RE6, and the second sungear S2 functions as the seventh rotary element RE7. The collinear chartof the embodiment of FIG. 92 applies to the drive system 690.

The present drive system 690 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 692 functioningas a step-variable shifting portion or a second shifting portion. Theautomatic transmission 692 is principally constituted by the twoplanetary gear sets 694, 696, and has the same advantage as that in theembodiment of FIG. 92.

Embodiment 38

FIG. 97 is a schematic view for explaining an arrangement of a drivesystem 700 according to another embodiment of this invention, which isdifferent from the embodiment of FIG. 95 in that the automatictransmission 692 of FIG. 96 is used in the present embodiment, in placeof the automatic transmission 680 of the embodiment of FIG. 95. In otherwords, the present embodiment is different from the embodiment of FIG.96, like the embodiment of FIG. 92 is different from the embodiment ofFIG. 95, only in that the counter gear pair CG is used in place of thepower transmitting member 18, for connection between the powerdistributing mechanism 16 and the automatic transmission 692. Therefore,the drive system 700 of the present embodiment has the same advantage asthe embodiment of FIG. 95.

Embodiment 39

FIG. 98 is a schematic view for explaining a drive system 710 accordingto another embodiment of this invention, which includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodiment ofFIG. 92 or 96. The connection between the first and second electricmotors M, M2 and the power distributing mechanism 16 is the same as inthe embodiment of FIG. 92 or 97. In the present embodiment, too, astep-variable automatic transmission 712 is disposed between the powertransmitting member 18 and the output shaft 22, such that thestep-variable automatic transmission 712 is coaxial with the outputshaft 22 and the input shaft 14.

The automatic transmission 712 described above includes a double-piniontype second planetary gear set 714 and a single-pinion type thirdplanetary gear set 716. The second planetary gear set 714 includes: asecond sun gear S2; a plurality of pairs of mutually meshing secondplanetary gears P2; a second carrier CA2 supporting the second planetarygears P2 such that each second planetary gear P2 is rotatable about itsaxis and about the axis of the second sun gear S2; and a second ringgear R2 meshing with the second sun gear S2 through the second planetarygears P2. For example, the second planetary gear set 714 has a gearratio ρ2 of about 0.471. The third planetary gear set 716 has: a thirdsun gear S3, a third planetary gear P3; a third carrier CA3 supportingthe third planetary gear P3 such that the third planetary gear P3 isrotatable about its axis and about the axis of the third sun gear S3;and a third ring gear R3 meshing with the third sun gear S2 through thethird planetary gear P3. For example, the third planetary gear set 516has a gear ratio ρ3 of about 0.333.

Like the above-described automatic transmissions 620, etc., theautomatic transmission 712 includes the first through third brakes B1-B3and the first and second third clutches C1, C2. The second sun gear S2and the third sun gear S3 that are integrally fixed to each other areselectively connected to the power transmitting member 18 through thefirst clutch and selectively fixed to the casing 12 through the secondbrake B2. The second carrier CA2 is selectively fixed to the casing 12through the first brake B1. The second ring gear R2 and the thirdcarrier CA3 that are integrally fixed to each other are selectivelyconnected to the power transmitting member 18 through the second clutchC2 and selectively fixed to the casing 12 through the third brake B3.The third ring gear R3 is fixed to the output shaft 22.

The above-described second sun gear S2 and third sun gear S3 integrallyfixed to each other function as the fourth rotary element RE4, and thesecond ring gear R2 and the third carrier CA3 integrally fixed to eachother function as the fifth rotary element RE5. Further, the third ringgear R3 functions as the sixth rotary element RE6, and the secondcarrier CA2 functions as the seventh rotary element RE7. The collinearchart of the embodiment of FIGS. 92-97 applies to the drive system 710.

The present drive system 710 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 712 functioningas a step-variable shifting portion or a second shifting portion. Theautomatic transmission 712 is principally constituted by the twoplanetary gear sets 714, 716, and has the same advantage as that in theembodiment of FIG. 92.

Embodiment 40

FIG. 99 is a schematic view for explaining an arrangement of a drivesystem 720 according to another embodiment of this invention, which isdifferent from the embodiments of FIGS. 95 and 97 in that the automatictransmission 712 of FIG. 98 is used in the present embodiment, in placeof the automatic transmission 620, 692 of the embodiments of FIGS. 95and 97. In other words, the present embodiment is different from theembodiment of FIG. 98, like the embodiment of FIG. 92 is different fromthe embodiment of FIG. 95, only in that the counter gear pair CG is usedin place of the power transmitting member 18, for connection between thepower distributing mechanism 16 and the automatic transmission 712.Therefore, the drive system 720 of the present embodiment has the sameadvantage as the embodiments of FIGS. 95 and 97.

Embodiment 41

FIG. 100 is a schematic view for explaining a drive system 730 accordingto another embodiment of this invention, which includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodiment ofFIG. 95. The present embodiment is different from the embodiment of FIG.95, only in the construction of a step-variable automatic transmission732 disposed on the second axis 32 c.

The automatic transmission 732 described above includes a double-piniontype second planetary gear set 734 and a single-pinion type thirdplanetary gear set 736. The second planetary gear set 7344 includes: asecond sun gear S2; a plurality of pairs of mutually meshing secondplanetary gears P2; a second carrier CA2 supporting the second planetarygears P2 such that each second planetary gear P2 is rotatable about itsaxis and about the axis of the second sun gear S2; and a second ringgear R2 meshing with the second sun gear S2 through the second planetarygears P2. For example, the second planetary gear set 734 has a gearratio ρ2 of about 0.471. The third planetary gear set 73 has: a thirdsun gear S3, a third planetary gear P3; a third carrier CA3 supportingthe third planetary gear P3 such that the third planetary gear P3 isrotatable about its axis and about the axis of the third sun gear S3;and a third ring gear R3 meshing with the third sun gear S3 through thethird planetary gear P3. For example, the third planetary gear set 736has a gear ratio ρ3 of about 0.333.

Like the above-described automatic transmission 620, etc., the automatictransmission 732 includes the first through third brakes B1-B3 and thefirst and second clutches C1, C2. The second sun gear S2 and the thirdsun gear S3 that are integrally fixed to each other are selectivelyconnected to a power transmitting member in the form of the counterdriven gear CG2 of the counter gear pair CG through the first clutch C1and selectively fixed to the casing 12 through the second brake B2. Thesecond carrier CA2 and the third ring gear R3 are integrally fixed toeach other and selectively fixed to the casing 12 through the firstbrake B1. The second ring gear R2 is selectively connected to thecounter driven gear CG2 through the second clutch C2, and selectivelyfixed to the casing 12 through the third brake B3. The third carrier CA3is fixed to an output rotary member in the form of the differentialdrive gear 32. The thus constructed automatic transmission 732 isdisposed on one side of the counter gear pair CG on which the powerdistributing mechanism 16 and the engine 8 are disposed. Namely, theautomatic transmission 732 is disposed in parallel with the powerdistributing mechanism 16 and engine 8 disposed on the first axis 14 c.

The above-described second sun gear S2 and third sun gear S3 integrallyfixed to each other function as the fourth rotary element RE4, and thesecond ring gear R2 functions as the fifth rotary element RE5. The thirdcarrier CA3 functions as the sixth rotary element RE6, and the secondcarrier CA2 and third ring gear R3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 92-99 applies to the drive system 730.

The present drive system 730 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 732 functioningas a step-variable shifting portion or a second shifting portion, andthe automatic transmission 732 is principally constituted by the twoplanetary gear sets 734, 736. In this respect, the present embodimenthas the same advantage as the embodiment of FIG. 92. Further, the powerdistributing mechanism 16 and the electric motor M2 are disposed on thefirst axis 14 c, and between the engine 8 and the counter gear pair CG,while the automatic transmission 732 is disposed on the second axis 32 cseparate from the first axis 14 c, and in parallel with the engine 8 andpower distributing mechanism 16 disposed on the first axis 14 c, so thatthe required dimension of the drive system 730 in its axial directioncan be reduced.

Embodiment 42

FIG. 101 is a schematic view for explaining an arrangement of a drivesystem 740 according to another embodiment of this invention. Thepresent embodiment also includes the power distributing mechanism 16,the first electric motor M1, the second electric motor M2 and thecounter gear pair CG, as in the embodiment shown in FIG. 95. The presentembodiment is different from the embodiment of FIG. 95, only in theconstruction of a step-variable automatic transmission 742 disposed onthe second axis 32 c.

The automatic transmission 742 includes a double-pinion type secondplanetary gear set 744 and a single-pinion type third planetary gear set746. The second planetary gear set 744 includes: a second sun gear S2; aplurality of pairs of mutually meshing second planetary gears P2; asecond carrier CA2 supporting the second planetary gears P2 such thateach second planetary gear P2 is rotatable about its axis and about theaxis of the second sun gear S2; and a second ring gear R2 meshing withthe second sun gear S2 through the second planetary gears P2. Forexample, the second planetary gear set 524 has a gear ratio ρ2 of about0.375. The third planetary gear set 746 has: a third sun gear S3, athird planetary gear P3; a third carrier CA3 supporting the thirdplanetary gear P3 such that the third planetary gear P3 is rotatableabout its axis and about the axis of the third sun gear S3; and a thirdring gear R3 meshing with the third sun gear S2 through the thirdplanetary gear P3. For example, the third planetary gear set 526 has agear ratio ρ3 of about 0.417. The automatic transmission 742 includesthe first through third brakes B1-B3 and the first and second clutch C1,C2, as in the above-described automatic transmissions 620, etc.

The second sun gear S2 and third ring gear R3 are integrally fixed toeach other and is selectively fixed to the casing 12 through the firstbrake B1. The second carrier CA2 is selectively connected to a powertransmitting member in the form of the counter driven gear CG2 of thecounter gear pair CG through the second clutch C2 and selectively fixedto the casing through the third brake B3. The second ring gear R2 andthird carrier CA3 are integrally fixed to each other and to an outputrotary member in the form of the differential drive gear 32. The thirdsun gear S3 is selectively connected to the counter driven gear CG2through the first clutch C1 and selectively fixed to the casing 12through the second brake B2. The thus constructed automatic transmission742 is disposed on one side of the counter gear pair CG on which thepower distributing mechanism 16 and engine 8 are disposed. Namely, theautomatic transmission 742 is disposed in parallel with the powerdistributing mechanism 16 and engine 8 disposed on the first axis 14 c.

The above-described third sun gear S3 functions as the fourth rotaryelement RE4, and the second carrier CA2 functions as the fifth rotaryelement RE5. The second ring gear R2 and third carrier CA3 integrallyfixed to each other function as the sixth rotary element RE6, and thesecond sun gear S2 and third ring gear R3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 92-100 applies to the drive system 740.

The present drive system 740 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 742 functioningas a step-variable shifting portion or a second shifting portion, andthe automatic transmission 742 is principally constituted by the twoplanetary gear sets 744, 74. In this respect, the present embodiment hasthe same advantage as the embodiment of FIG. 92. Further, the powerdistributing mechanism 16 and the electric motor M2 are disposed on thefirst axis 14 c, and between the engine 8 and the counter gear pair CG,while the automatic transmission 742 is disposed on the second axis 32 cseparate from the first axis 14 c, and in parallel with the engine 8 andthe power distributing mechanism 16 disposed on the first axis 14 c, sothat the required dimension of the drive system 740 in its axialdirection can be reduced.

Embodiment 43

FIG. 102 is a schematic view for explaining an arrangement of a drivesystem 750 according to another embodiment of this invention. The drivesystem 750 of the present embodiment also includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodimentshown in FIG. 95. The present embodiment is different from theembodiment of FIG. 95, only in the construction of a step-variableautomatic transmission 752 disposed on the second axis 32 c.

The automatic transmission 752 includes a single-pinion type secondplanetary gear set 754 and a double-pinion type third planetary gear set756. The second planetary gear set 754 includes: a second sun gear S2; asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P2. For example, the second planetary gear set 754has a gear ratio ρ2 of about 0.333. The third planetary gear set 756has: a third sun gear S3, a plurality of pairs of mutually meshing thirdplanetary gears P3; a third carrier CA3 supporting the third planetarygears P3 such that each third planetary gear P3 is rotatable about itsaxis and about the axis of the third sun gear S3; and a third ring gearR3 meshing with the third sun gear S2 through the third planetary gearsP3. For example, the third planetary gear set 756 has a gear ratio ρ3 ofabout 0.294. The automatic transmission 750 includes the first throughthird brakes B1-B3 and the first and second clutches C1, C2, as in theabove-described automatic transmissions 620, etc.

The second sun gear S2 and third sun gear S3 are integrally fixed toeach other and selectively connected to a power transmitting member inthe form of the counter driven gear CG2 of the counter gear pair CGthrough the first clutch C1 and selectively fixed to the casing 12through the second brake B2. The second carrier CA2 is selectivelyconnected to the counter driven gear CG2 through the second clutch C2and selectively fixed to the casing 12 through the third brake B3. Thesecond ring gear R2 and third ring gear R3 are integrally fixed to eachother and to an output rotary member in the form of the differentialdrive gear 32, and the third carrier CA3 is selectively fixed to thecasing 12 through the first brake B1. The thus constructed automatictransmission 752 is disposed on one side of the counter gear pair CG onwhich the power distributing mechanism 16 and engine 8 are disposed.Namely, the automatic transmission 752 is disposed in parallel with thepower distributing mechanism 16 and engine 8 disposed on the first axis14 c.

The above-described second sun gear S2 and third sun gear S3 integrallyfixed to each other function as the fourth rotary element RE4, and thesecond carrier CA2 functions as the fifth rotary element RE5. The secondring gear R2 and third ring gear R3 integrally fixed to each otherfunction as the sixth rotary element RE6, and the third carrier CA3functions as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 91-101 applies to the drive system 750.

The present drive system 750 also includes the power distributingmechanism 16 functioning as a continuously-variable shifting portion ora first shifting portion, and the automatic transmission 752 functioningas a step-variable shifting portion or a second shifting portion, andthe automatic transmission 752 is principally constituted by the twoplanetary gear sets 754, 756. In this respect, the present embodimenthas the same advantage as the embodiment of FIG. 92. Further, the powerdistributing mechanism 16 and the second electric motor M2 are disposedon one side of the counter gear pair CG on which the engine 8 andcounter gear pair CG are disposed, while the automatic transmission 752is disposed on the second axis 32 c separate from the first axis 14 c,and in parallel with the engine 8 and power distributing mechanism 16,so that the required dimension of the drive system 750 in its axialdirection can be reduced, as in the embodiment of FIG. 80.

Embodiment of FIG. 44

FIG. 103 is a schematic view for explaining an arrangement of a drivesystem 760 according to another embodiment of this invention. The drivesystem 76 of the present embodiment also includes the power distributingmechanism 16, the first electric motor M1, the second electric motor M2and the counter gear pair CG, as in the embodiment shown in FIG. 95. Thepresent embodiment is different from the embodiment of FIG. 95, only inthe construction of a step-variable automatic transmission 762 disposedon the second axis 32 c.

The automatic transmission 762 includes a single-pinion type secondplanetary gear set 764 and a double-pinion type third planetary gear set766. The second planetary gear set 764 includes: a second sun gear S2; asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P2. For example, the second planetary gear set 544has a gear ratio ρ2 of about 0.368. The third planetary gear set 766has: a third sun gear S3, a plurality of pairs of mutually meshing thirdplanetary gears P3; a third carrier CA3 supporting the third planetarygears P3 such that each third planetary gear P3 is rotatable about itsaxis and about the axis of the third sun gear S3; and a third ring gearR3 meshing with the third sun gear S3 through the third planetary gearsP3. For example, the third planetary gear set 766 has a gear ratio ρ3 ofabout 0.375. The automatic transmission 762 includes the first throughthird brakes B1-B3 and the first and second clutches C1, C2, as in theabove-described automatic transmissions 620, etc.

The second sun gear S2 is selectively connected to a power transmittingmember in the form of the counter driven gear CG2 of the counter gearpair CG through the first clutch C1 and is selectively fixed to thecasing 12 through the second brake B2. The second carrier CA2 and thirdcarrier CA3 that are integrally fixed to each other are selectivelyconnected to the counter driven gear CG2 through the second clutch C2and selectively fixed to the casing 12 through the third brake B3. Thesecond ring gear R2 and third ring gear R3 are integrally fixed to eachother and to an output rotary member in the form of the differentialdrive gear 32. The third sun gear S3 is selectively fixed to the casing12 through the first brake B1. The thus constructed automatictransmission 762 is disposed on one side of the counter gear pair CG onwhich the power distributing mechanism 16 and engine 8 are disposed.Namely, the automatic transmission 762 is disposed in parallel with thepower distributing mechanism 16 and engine 8 disposed on the first axis14 c.

The above-described second sun gear S2 functions as the fourth rotaryelement RE4, and the second carrier CA2 and third carrier CA3 integrallyfixed to each other function as the fifth rotary element RE6. The secondring gear R2 and third ring gear R3 integrally fixed to each otherfunction as the sixth rotary element RE6, and the third sun gear S3functions as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 92-102 applies to the drive system 760.

The drive system 760 of the present embodiment also includes the powerdistributing mechanism 16 functioning as a continuously-variableshifting portion or a first shifting portion, and the automatictransmission 762 functioning as a step-variable shifting portion or asecond shifting portion, and the automatic transmission 762 isprincipally constituted by the two planetary gear sets 764, 766. In thisrespect, the present embodiment has the same advantage as the embodimentof FIG. 92. Further, the power distributing mechanism 16 and secondelectric motor M2 are disposed on the first axis 14 c, and between theengine 8 and the counter gear pair CG, while the automatic transmission762 is disposed on the second axis 32 c separate from the first axis 14c, in parallel with the engine 8 and power distributing mechanism 16disposed on the first axis 14 c, so that the required dimension of thedrive system 760 in the axial direction can be reduced.

Embodiment 45

FIG. 104 is a schematic view for explaining an arrangement of a drivesystem 770 according to another embodiment of this invention. The drivesystem 770 of the present embodiment also includes the powerdistributing mechanism 16, the first electric motor M1, the secondelectric motor M2 and the counter gear pair CG, as in the embodimentsshown in FIG. 95, etc. The present embodiment is different from theembodiment of FIG. 95, only in the construction of a step-variableautomatic transmission 772 disposed on the second axis 32 c.

The automatic transmission 772 includes a double-pinion type secondplanetary gear set 774 and a single-pinion type third planetary gear set776. The second planetary gear set 774 includes: a second sun gear S2, aplurality of pairs of mutually meshing second planetary gears P2; asecond carrier CA2 supporting the second planetary gears P2 such thateach second planetary gear P2 is rotatable about its axis and about theaxis of the second sun gear S2; and a second ring gear R2 meshing withthe second sun gear S2 through the second planetary gear P3. Forexample, the second planetary gear set 774 has a gear ratio ρ2 of about0.471. The third planetary gear set 776 has: a third sun gear S3, athird planetary gear P3; a third carrier CA3 supporting the thirdplanetary gear P3 such that the third planetary gear P3 is rotatableabout its axis and about the axis of the third sun gear S3; and a thirdring gear R3 meshing with the third sun gear S2 through the thirdplanetary gear P3. For example, the third planetary gear set 776 has agear ratio ρ3 of about 0.600. The automatic transmission 772 includesthe first through third brakes B1-B3 and the first and second clutchesC1, C2, as in the above-described automatic transmissions 620, etc.

The second sun gear S2 is selectively connected to a power transmittingmember in the form of the counter driven gear CG2 of the counter gearpair CG through the first clutch C1 and selectively fixed to the casing12 through the second brake B2. The second carrier CA2 and third sungear S3 are integrally fixed to each other and selectively fixed to thecasing through the first brake B1. The second ring gear R2 and thirdring gear R3 that are integrally fixed to each other are selectivelyconnected to the counter driven gear CG2 through the second clutch C2and selectively fixed to the casing 12 through the third brake B3. Thethird carrier CA3 is fixed to an output rotary member in the form of thedifferential drive gear 32. The thus constructed automatic transmission772 is disposed on one side of the counter gear pair CG on which thepower distributing mechanism 16 and engine 8 are disposed. Namely, theautomatic transmission 772 is disposed in parallel with the powerdistributing mechanism 16 and engine 8 disposed on the first axis 14 c.

The above-described second sun gear S2 functions as the fourth rotaryelement RE4, and the second ring gear R2 and third ring gear R3integrally fixed to each other function as the fifth rotary element RE5.The third carrier CA3 functions as the sixth rotary element RE6, and thesecond carrier CA2 and third sun gear S3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIGS. 92-103 applies to the drive system 770.

The drive system 770 of the present embodiment also includes the powerdistributing mechanism 16 functioning as a continuously-variableshifting portion or a first shifting portion, and the automatictransmission 772 functioning as a step-variable shifting portion or asecond shifting portion, and the automatic transmission 772 isprincipally constituted by the two planetary gear sets 774, 776. In thisrespect, the present embodiment has the same advantage as the embodimentof FIG. 92. Further, the power distributing mechanism 16 and secondelectric motor M2 are disposed on the first axis 14 c, and between theengine 8 and counter gear pair CG, while the automatic transmission 772are disposed on the second axis 32 c separate from the first axis 14 c,in parallel with the engine 8 and power distributing mechanism 16, sothat the required dimension of the drive system 770 in its axialdirection can be reduced.

Embodiment 46

FIG. 105 is a schematic view for explaining a drive system 780 accordingto another embodiment of this invention. The drive system 780 of thepresent embodiment includes the power distributing mechanism 16, thefirst electric motor M1, the second electric motor M2 and the countergear pair CG, as in the embodiment shown in FIG. 95, etc. The presentembodiment is different from the embodiment of FIG. 95, only in theconstruction of a step-variable automatic transmission 782 disposed onthe second axis 32 c.

The automatic transmission 782 includes a double-pinion type secondplanetary gear set 784 and a single-pinion type third planetary gear set786. The second planetary gear set 784 includes: a second sun gear S2, aplurality of pairs of mutually meshing second planetary gears P2; asecond carrier CA2 supporting the second planetary gears P2 such thateach second planetary gear P2 is rotatable about its axis and about theaxis of the second sun gear S2; and a second ring gear R2 meshing withthe second sun gear S2 through the second planetary gear P3. Forexample, the second planetary gear set 784 has a gear ratio ρ2 of about0.529. The third planetary gear set 786 has: a third sun gear S3, athird planetary gear P3; a third carrier CA3 supporting the thirdplanetary gear P3 such that the third planetary gear P3 is rotatableabout its axis and about the axis of the third sun gear S3; and a thirdring gear R3 meshing with the third sun gear S2 through the thirdplanetary gear P3. For example, the third planetary gear set 786 has agear ratio ρ3 of about 0.600. The automatic transmission 782 includesthe first through third brakes B1-B3 and the first and second clutchesC1, C2, as in the above-described automatic transmissions 620, etc.

The second sun gear S2 and third sun gear S3 are integrally fixed toeach other and selectively fixed to the casing 12 through the firstbrake B1, and the second carrier CA2 is selectively connected to a powertransmitting member in the form of the counter driven gear CG2 of thecounter gear pair CG through the first clutch and selectively fixed tothe casing 12 through the second brake B2. The second ring gear R2 andthird ring gear R3 that are integrally fixed to each other areselectively connected to the counter driven gear CG2 through the secondclutch C2 and selectively fixed to the casing 12 through the third brakeB3. The third carrier CA3 is fixed to an output rotary member in theform of the differential drive bear 32. The thus constructed automatictransmission 782 is disposed on one side of the counter gear pair CG onwhich the power distributing mechanism 16 and engine 8 are disposed.Namely, the automatic transmission 782 is disposed in parallel with thepower distributing mechanism 16 and engine 8 disposed on the first axis14 c.

The above-described second carrier CA2 functions as the fourth rotaryelement RE4, and the second ring gear R2 and third ring gear R3integrally fixed to each other function as the fifth rotary element RE5.The third carrier CA3 functions as the sixth rotary element RE6, and thesecond sun gear S2 and third sun gear S3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIG. 92-104 applies to the drive system 780.

The drive system 780 of the present embodiment also includes the powerdistributing mechanism 16 functioning as a continuously-variableshifting portion or a first shifting portion, and the automatictransmission 782 functioning as a step-variable shifting portion or asecond shifting portion, and the automatic transmission 782 isprincipally constituted by the two planetary gear sets 784, 786. In thisrespect, the present embodiment has the same advantage as the embodimentof FIG. 92. Further, the power distributing mechanism 16 and secondelectric motor M2 are disposed on the first axis 14 c, and between theengine 8 and counter gear pair CG, while the automatic transmission 782are disposed on the second axis 32 c separate from the first axis 14 c,in parallel with the engine 8 and power distributing mechanism 16, sothat the required dimension of the drive system 780 in its axialdirection can be reduced.

Embodiment 47

FIG. 106 is a schematic view for explaining a drive system 790 accordingto another embodiment of this invention. The drive system 790 of thepresent embodiment includes the power distributing mechanism 16, thefirst electric motor M1, the second electric motor M2 and the countergear pair CG, as in the embodiment shown in FIG. 95, etc. The presentembodiment is different from the embodiment of FIG. 95, only in theconstruction of a step-variable automatic transmission 792 disposed onthe second axis 32 c.

The automatic transmission 792 includes a double-pinion type secondplanetary gear set 794 and a single-pinion type third planetary gear set796. The second planetary gear set 794 includes: a second sun gear S2, aplurality of pairs of mutually meshing second planetary gears P2; asecond carrier CA2 supporting the second planetary gears P2 such thateach second planetary gear P2 is rotatable about its axis and about theaxis of the second sun gear S2; and a second ring gear R2 meshing withthe second sun gear S2 through the second planetary gear P3. Forexample, the second planetary gear set 794 has a gear ratio ρ2 of about0.294. The third planetary gear set 796 has: a third sun gear S3, athird planetary gear P3; a third carrier CA3 supporting the thirdplanetary gear P3 such that the third planetary gear P3 is rotatableabout its axis and about the axis of the third sun gear S3; and a thirdring gear R3 meshing with the third sun gear S2 through the thirdplanetary gear P3. For example, the third planetary gear set 796 has agear ratio ρ3 of about 0.600. The automatic transmission 792 includesthe first through third brakes B1-B3 and the first and second clutchesC1, C2, as in the above-described automatic transmissions 620, etc.

The second sun gear S2 is selectively connected to a power transmittingmember in the form of the counter drive gear CG2 of the counter gearpair CG through the first clutch C1 and selectively fixed to the casing12 through the second brake B2, and the second carrier CA2 and third sungear S3 are integrally fixed to each other and selectively fixed to thecasing 12 through the first brake B1. The second ring gear R2 and thirdcarrier CA3 are integrally fixed to each other and to an output rotarymember in the form of the differential drive gear 32. The third ringgear R3 is selectively connected to the counter driven gear CG2 throughthe second clutch C2 and selectively fixed to the casing 12 through thethird brake B3. The thus constructed automatic transmission 792 isdisposed on one side of the counter gear pair CG on which the powerdistributing mechanism 16 and engine 8 are disposed. Namely, theautomatic transmission 792 is disposed in parallel with the powerdistributing mechanism 16 and engine 8 disposed on the first axis 14 c.

The above-described second sun gear S2 functions as the fourth rotaryelement RE4, and the third ring gear R3 functions as the fifth rotaryelement RE5. The second ring gear R2 and third carrier CA3 integrallyfixed to each other function as the sixth rotary element RE6, and thesecond carrier CA2 and third sun gear S3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIG. 92-105 applies to the drive system 790.

The drive system 790 of the present embodiment also includes the powerdistributing mechanism 16 functioning as a continuously-variableshifting portion or a first shifting portion, and the automatictransmission 792 functioning as a step-variable shifting portion or asecond shifting portion, and the automatic transmission 792 isprincipally constituted by the two planetary gear sets 794, 796. In thisrespect, the present embodiment has the same advantage as the embodimentof FIG. 92. Further, the power distributing mechanism 16 and secondelectric motor M2 are disposed on the first axis 14 c, and between theengine 8 and counter gear pair CG, while the automatic transmission 792are disposed on the second axis 32 c separate from the first axis 14 c,in parallel with the engine 8 and power distributing mechanism 16, sothat the required dimension of the drive system 790 in its axialdirection can be reduced.

Embodiment 48

FIG. 107 is a schematic view for explaining a drive system 800 accordingto another embodiment of this invention. The drive system 800 of thepresent embodiment includes the power distributing mechanism 16, thefirst electric motor M1, the second electric motor M2 and the countergear pair CG, as in the embodiment shown in FIG. 95, etc. The presentembodiment is different from the embodiment of FIG. 95, only in theconstruction of a step-variable automatic transmission 802 disposed onthe second axis 32 c.

The automatic transmission 802 includes a single-pinion type secondplanetary gear set 804 and a single-pinion type third planetary gear set806. The second planetary gear set 804 includes: a second sun gear S2, asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P3. For example, the second planetary gear set 804has a gear ratio ρ2 of about 0.333. The third planetary gear set 806has: a third sun gear S3, a third planetary gear P3; a third carrier CA3supporting the third planetary gear P3 such that the third planetarygear P3 is rotatable about its axis and about the axis of the third sungear S3; and a third ring gear R3 meshing with the third sun gear S2through the third planetary gear P3. For example, the third planetarygear set 806 has a gear ratio ρ3 of about 0.417. The automatictransmission 802 includes the first through third brakes B1-B3 and thefirst and second clutches C1, C2, as in the above-described automatictransmissions 620, etc.

The second sun gear S2 and third sun gear S3 that are integrally fixedto each other are selectively connected to a power transmitting memberin the form of the counter drive gear CG2 of the counter gear pair CGthrough the first clutch C1 and selectively fixed to the casing 12through the second brake B2, and the second carrier CA2 is selectivelyconnected to the counter drive gear CG2 through the second clutch C2 andselectively fixed to the casing 12 through the third brake B3. Thesecond ring gear R2 and third carrier CA3 are integrally fixed to eachother and to an output rotary member in the form of the differentialdrive gear 32. The third ring gear R3 is selectively fixed to the casing12 through the first brake B1.

The above-described second sun gear S2 and third sun gear R3 function asthe fourth rotary element RE4, and the second carrier CA2 functions asthe fifth rotary element RE5. The second ring gear R2 and third carrierCA3 integrally fixed to each other function as the sixth rotary elementRE6, and the third ring gear S3 functions as the seventh rotary elementRE7. The collinear chart of the embodiments of FIG. 92-106 applies tothe drive system 800.

The drive system 800 of the present embodiment also includes the powerdistributing mechanism 16 functioning as a continuously-variableshifting portion or a first shifting portion, and the automatictransmission 802 functioning as a step-variable shifting portion or asecond shifting portion, and the automatic transmission 802 isprincipally constituted by the two planetary gear sets 804, 806. In thisrespect, the present embodiment has the same advantage as the embodimentof FIG. 95. Further, the power distributing mechanism 16 and secondelectric motor M2 are disposed on the first axis 14 c, and between theengine 8 and counter gear pair CG, while the automatic transmission 802are disposed on the second axis 32 c separate from the first axis 14 c,in parallel with the engine 8 and power distributing mechanism 16, sothat the required dimension of the drive system 800 in its axialdirection can be reduced.

Embodiment 49

FIG. 108 is a schematic view for explaining a drive system 810 accordingto another embodiment of this invention. The drive system 810 of thepresent embodiment includes the power distributing mechanism 16, thefirst electric motor M1, the second electric motor M2 and the countergear pair CG, as in the embodiment shown in FIG. 95, etc. The presentembodiment is different from the embodiment of FIG. 95, only in theconstruction of a step-variable automatic transmission 812 disposed onthe second axis 32 c.

The automatic transmission 812 includes a single-pinion type secondplanetary gear set 814 and a single-pinion type third planetary gear set816. The second planetary gear set 814 includes: a second sun gear S2, asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P3. For example, the second planetary gear set 814has a gear ratio ρ2 of about 0.333. The third planetary gear set 816has: a third sun gear S3, a third planetary gear P3; a third carrier CA3supporting the third planetary gear P3 such that the third planetarygear P3 is rotatable about its axis and about the axis of the third sungear S3; and a third ring gear R3 meshing with the third sun gear S2through the third planetary gear P3. For example, the third planetarygear set 816 has a gear ratio ρ3 of about 0.600. The automatictransmission 812 includes the first through third brakes B1-B3 and thefirst and second clutches C1, C2, as in the above-described automatictransmissions 620, etc.

The second sun gear S2 is selectively connected to a power transmittingmember in the form of the counter drive gear CG2 of the counter gearpair CG through the first clutch C1 and selectively fixed to the casing12 through the second brake B2, and the second carrier CA2 and thirdring gear R3 that are integrally fixed to each other are selectivelyconnected to the counter drive gear CG2 through the second clutch C2 andselectively fixed to the casing 12 through the third brake B3. Thesecond ring gear R2 and third carrier CA3 are integrally fixed to eachother and to an output rotary member in the form of the differentialdrive gear 32. The third sun gear S3 is selectively fixed to the casing12 through the first brake B1. The thus constructed automatictransmission 812 is disposed on one side of the counter gear pair CG onwhich the power distributing mechanism 16 and engine 8 are disposed.Namely, the automatic transmission 812 is disposed in parallel with thepower distributing mechanism 16 and engine 8 disposed on the first axis14 c.

The above-described second sun gear S2 functions as the fourth rotaryelement RE4, and the second carrier CA2 and third ring gear R3integrally fixed to each other function as the fifth rotary element RE6.The second ring gear R2 and third carrier CA3 integrally fixed to eachother function as the sixth rotary element RE6, and the third sun gearR3 functions as the seventh rotary element RE7. The collinear chart ofthe embodiments of FIG. 92-107 applies to the drive system 810.

The drive system 810 of the present embodiment also includes the powerdistributing mechanism 16 functioning as a continuously-variableshifting portion or a first shifting portion, and the automatictransmission 812 functioning as a step-variable shifting portion or asecond shifting portion, and the automatic transmission 812 isprincipally constituted by the two planetary gear sets 814, 816. In thisrespect, the present embodiment has the same advantage as the embodimentof FIG. 92. Further, the power distributing mechanism 16 and secondelectric motor M2 are disposed on the first axis 14 c, and between theengine 8 and counter gear pair CG, while the automatic transmission 812are disposed on the second axis 32 c separate from the first axis 14 c,in parallel with the engine 8 and power distributing mechanism 16, sothat the required dimension of the drive system 810 in its axialdirection can be reduced.

Embodiment 50

FIG. 109 is a schematic view for explaining a drive system 820 accordingto another embodiment of this invention. The drive system 820 of thepresent embodiment includes the power distributing mechanism 16, thefirst electric motor M1, the second electric motor M2 and the countergear pair CG, as in the embodiment shown in FIG. 95, etc. The presentembodiment is different from the embodiment of FIG. 95, only in theconstruction of a step-variable automatic transmission 822 disposed onthe second axis 32 c.

The automatic transmission 822 includes a single-pinion type secondplanetary gear set 824 and a single-pinion type third planetary gear set826. The second planetary gear set 824 includes: a second sun gear S2, asecond planetary gear P2; a second carrier CA2 supporting the secondplanetary gear P2 such that the second planetary gear P2 is rotatableabout its axis and about the axis of the second sun gear S2; and asecond ring gear R2 meshing with the second sun gear S2 through thesecond planetary gear P3. For example, the second planetary gear set 824has a gear ratio ρ2 of about 0.600. The third planetary gear set 826has: a third sun gear S3, a third planetary gear P3; a third carrier CA3supporting the third planetary gear P3 such that the third planetarygear P3 is rotatable about its axis and about the axis of the third sungear S3; and a third ring gear R3 meshing with the third sun gear S2through the third planetary gear P3. For example, the third planetarygear set 826 has a gear ratio ρ3 of about 0.417. The automatictransmission 822 includes the first through third brakes B1-B3 and thefirst and second clutches C1, C2, as in the above-described automatictransmissions 620, etc.

The second sun gear S2 is selectively fixed to the casing 12 through thefirst brake B1, and the second carrier CA2 and third carrier CA3 arefixed to an output rotary member in the form of the differential drivegear 32. The second ring gear R2 is selectively connected to the counterdrive gear CG2 through the second clutch C2 and selectively fixed to thecasing 12 through the third brake B3, and the third sun gear isselectively connected to a power transmitting member in the form of thecounter driven gear CG2 of the counter gear pair CG through the firstclutch C1 and selectively fixed to the casing 12 through the secondbrake B2. The thus constructed automatic transmission 822 is disposed onone side of the counter gear pair CG on which the power distributingmechanism 16 and engine 8 are disposed. Namely, the automatictransmission 822 is disposed in parallel with the power distributingmechanism 16 and engine 8 disposed on the first axis 14 c.

The above-described third sun gear S3 functions as the fourth rotaryelement RE4, and the second ring gear R2 functions as the fifth rotaryelement RE5. The second carrier CA2 and third carrier CA3 integrallyfixed to each other function as the sixth rotary element RE6, and thesecond sun gear S2 and third ring gear R3 integrally fixed to each otherfunction as the seventh rotary element RE7. The collinear chart of theembodiments of FIG. 92-108 applies to the drive system 820.

The drive system 820 of the present embodiment also includes the powerdistributing mechanism 16 functioning as a continuously-variableshifting portion or a first shifting portion, and the automatictransmission 822 functioning as a step-variable shifting portion or asecond shifting portion, and the automatic transmission 822 isprincipally constituted by the two planetary gear sets 824, 826. In thisrespect, the present embodiment has the same advantage as the embodimentof FIG. 92. Further, the power distributing mechanism 16 and secondelectric motor M2 are disposed on the first axis 14 c, and between theengine 8 and counter gear pair CG, while the automatic transmission 822are disposed on the second axis 32 c separate from the first axis 14 c,in parallel with the engine 8 and power distributing mechanism 16, sothat the required dimension of the drive system 820 in its axialdirection can be reduced.

While the embodiments of the present invention have described above indetail by reference to the drawings, the present invention may beotherwise embodied.

Each of the drive systems 10, 70, 80, 92-, 110, 120, 130, 140, 150, 160,170, 180, 190, 200, 210, 220, 410, 480, 490, 500, 510, 520, 530, 540,550, 560, 570, 610, 680, 690, 700, 710, 720, 730, 740, 750, 760, 770,780, 790, 800, 810 and 820 according to the embodiments described aboveis switchable between the continuously-variable shifting state in whichthe drive system functions as an electrically controlled continuouslyvariable transmission, and the step-variable shifting state in which thedrive system functions as a step-variable transmission, by switching thepower distributing mechanism 16 between its differential state andnon-differential state. This manner of switching between thecontinuously-variable shifting state and the step-variable shiftingstate is one mode of switching of the shifting state as a result of theswitching of the power distributing mechanism 16 between thedifferential and non-differential states. For example, the speed ratioof the power distributing mechanism 16 may be variable in steps ratherthan continuously even in its differential state, so that the drivesystem functions as a step-variable transmission in the differentialstate of the power distributing mechanism 16. In other words, thedifferential state and non-differential state of the drive system 10,70, 80, 92-, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210, 220,410, 480, 490, 500, 510, 520, 530, 540, 550, 560, 570, 610, 680, 690,700, 710, 720, 730, 740, 750, 760, 770, 780, 790, 800, 810 and 820(power distributing mechanism 16) do not necessarily correspond to thecontinuously-variable shifting state and the step-variable shiftingstate, respectively, and the drive system 10, 70, 80, 92-, 110, 120,130, 140, 150, 160, 170, 180, 190, 200, 210, 220, 410, 480, 490, 500,510, 520, 530, 540, 550, 560, 570, 610, 680, 690, 700, 710, 720, 730,740, 750, 760, 770, 780, 790, 800, 810 and 820 is not arranged to beswitchable between the continuously-variable and step-variable shiftingstates. The principle of the present invention merely requires theswitching between the differential state and the non-differential state(locked state) of the drive system (transmission mechanism) 10, 70, 80,92-, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210, 220, 410,480, 490, 500, 510, 520, 530, 540, 550, 560, 570, 610, 680, 690, 700,710, 720, 730, 740, 750, 760, 770, 780, 790, 800, 810 and 820, the powerdistributing mechanism 16, or the differential portion 11 (switchabletype shifting portion 11, 81, 93, or power distributing mechanism 16,84, 94).

The automatic transmission 112 in the illustrated embodiments has thefive rotary elements including the eighth rotary element RE8 directlyfixed to the power transmitting member 18 for transmission of a driveforce to the power transmitting member 18, the seventh rotary elementRE7 fixed to the output shaft 22 and the sixth rotary element RE6 fixedto the casing 12 through the third brake B3, and the direction ofrotation of the rotary motion input to the automatic transmission 112 isreversed with respect to that of the engine 8, by the power distributingmechanism 16, so that the power transmitting member 18 is rotated in thenegative direction, and the drive system 110 is placed in thereverse-gear position by engaging the third brake B3. However, thedirection of rotation of the rotary motion input to the automatictransmission can be reversed by the power distributing mechanism,provided the automatic transmission has at least three rotary elementsthe rotating speeds of which are represented by straight lines in acollinear chart in which the at least three rotary elements are arrangedin a direction from one of opposite ends of the collinear chart towardthe other end, in a predetermined order, such that one of the at leastthree rotary elements is connected to the power transmitting member 18for transmission of the drive force to the power transmitting member 18,that is, connected to the power transmitting member 18 directly orthrough a clutch, and another of the at least three rotary elements isconnected to the output member for transmission of the drive force tothe output member of the automatic transmission, while a further one ofthe at least three rotary elements is fixed to a stationary memberthrough a brake. When this brake is engaged, the drive system is placedin the reverse-gear position. Where one of the at least three rotaryelements is connected to the power transmitting member 18 through theclutch, this clutch as well as the brake is engaged to establish thereverse-gear position.

For example, the first brake B1 in place of the third brake B3 may beengaged in the automatic transmission 112, to place the drive system 110in the reverse-gear position. Further, the direction of rotation of therotary motion input to the automatic transmission 92, for example, canbe reversed by the power distributing mechanism 84, and the drive systemcan be placed in the reverse-gear position by engaging the first clutchC1 and the second brake B2.

The automatic transmission 112 in the illustrated embodiments has thefive rotary elements including the eighth rotary element RE8 directlyfixed to the power transmitting member 18 for transmission of a driveforce to the power transmitting member 18, and the seventh rotaryelement RE7 fixed to the output shaft 22, and the second clutch C2 forrotation of the rotary elements of the automatic transmission 112 as aunit, and the direction of rotation of the rotary motion input to theautomatic transmission 112 is reversed with respect to that of theengine 8, by the power distributing mechanism 16, so that the powertransmitting member 18 is rotated in the negative direction, and thedrive system 110 is placed in the reverse-gear position by engaging thesecond clutch C2. However, the direction of rotation of the rotarymotion input to the automatic transmission can be reversed by the powerdistributing mechanism, provided the automatic transmission has at leastthree rotary elements one of which is connected to the powertransmitting member 18 for transmission of the drive force to the powertransmitting member 18, that is, connected to the power transmittingmember 18 directly or through a power transmitting clutch, and anotherof which is connected to the output member for transmission of the driveforce to the output member of the automatic transmission, and providedthat the automatic transmission has a clutch for rotation of the rotaryelements of the automatic transmission as a unit. When this clutch isengaged, the drive system is placed in the reverse-gear position. Whereone of the at least three rotary elements is connected to the powertransmitting member 18 through the power transmitting clutch, this powertransmitting clutch as well as the clutch is engaged to establish thereverse-gear position.

In the power distributing mechanisms 16, 84, 94 in the illustratedembodiments, the first carrier CA1 is fixed to the engine 8, and thefirst sun gear S1 is fixed to the first electric motor M1, while thefirst ring gear R1 is fixed to the power transmitting member 18 or thecounter gear pair CG. This arrangement of connection is not essential,provided the engine 8, first electric motor M1 and power transmittingmember 18 or counter gear pair CG are fixed to respective ones of thethree elements CA1, S1 and R1 of the first planetary gear set 24.

Although the engine 8 is directly connected to the input shaft 14 in theillustrated embodiments, the engine 8 may be operatively connected tothe input shaft 14 through gears, a belt or the like, and need not bedisposed coaxially with the input shaft 14.

In the illustrated embodiments, each of the first electric motor M1 andthe second electric motor M2 is disposed coaxially with the input shaft14, the first axis 14 c or the second axis 32 c, and the first electricmotor M1 is fixed to the first sun gear S1 while the second electricmotor M2 is fixed to the power transmitting member 18 or the countergear pair CG. However, this arrangement is not essential. For example,the first electric motor M1 may be fixed to the first sun gear S1through gears, a belt or the like, and the second electric motor M2 maybe fixed to the power transmitting member 18 or the counter gear pair CGthrough gears, a belt or the like.

Although each power distributing mechanism 16, 84 described above isprovided with the switching clutch C0 and the switching brake B0, thepower distributing mechanism need not be provided with both of theseswitching clutch C0 and brake B0, and may be provided with only one ofthe switching clutch C0 and brake B0. While the power distributingmechanism 94 is provided with the switching brake B0, this powerdistributing mechanism may be provided with both of the switching clutchC0 and the switching brake B0 or only the switching clutch C0. Althoughthe switching clutch C0 is arranged to selectively connect the sun gearS1 and carrier CA1 to each other, the switching clutch C0 may bearranged to selectively connect the sun gear S1 and ring gear R1 to eachother, or the carrier CA1 and ring gear R1. In essence, the switchingclutch C0 is required to be a switching device arranged to connect anytwo of the three elements of the first planetary gear set 24.

The switching clutch C0 is engaged to establish the neutral position “N”in the drive systems 10, 70, 80, 92-, 120, 130, 140, 180, 190, 200, 210,220, 410, 480, 490, 500, 510, 520, 530, 540, 550, 560, 570, 610, 680,690, 700, 710, 720, 730, 740, 750, 760, 770, 780, 790, 800, 810 and 820of the illustrated embodiments. However, the neutral position need notbe established by engaging the switching clutch C0. Conversely, theswitching clutch C0 may be engaged to establish the neutral position “N”in the drive systems 110, 150, 160, 170, 210 and 220.

Each of the hydraulically operated frictional coupling devices such asthe switching clutch C0 and switching brake B0 used in the illustratedembodiments may be a coupling device of a magnetic-powder type, anelectromagnetic type or a mechanical type, such as a powder (magneticpowder) clutch, an electromagnetic clutch and a meshing type dog clutch.Each brake may be a band brake including a rotary drum and one band ortwo bands which is/are wound on the outer circumferential surface of therotary drum and tightened at one end by a hydraulic actuator.

In the illustrated embodiments, the second electric motor M2 is fixed tothe power transmitting member 18 or the counter gear pair CG. However,the second electric motor M2 may be fixed to the output shaft 22 or thedifferential drive gear 32, or to a rotary member of the automatictransmission 20, 72, 86, 96, 112, 172, 420, 492, 512, 522, 532, 542,552, 562, 620, 692, 712, 732, 742, 752, 762, 772, 782, 792, 802, 812,822.

In the illustrated embodiments, the step-variable automatic transmission(automatic transmission portion) 20, 72, 86, 96, 112, 172 is disposedbetween the drive wheels 38, and the power transmitting member 18 orcounter gear pair CG which is the output member of the switchable typeshifting portion (differential portion) 11, 81, 93, namely, of the powerdistributing mechanism 16, 84, 94. However, such step-variable automatictransmission may be replaced by any other type of power transmittingdevice such as a permanent meshing type parallel-two-axes automatictransmission the gear positions of which are automatically selectable byselect cylinders and shift cylinders and which is well known as anautomatic transmission such as a continuously variable transmission(CVT), and a manual transmission. Alternatively, any automatictransmission need not be provided. Where a continuously variabletransmission (CVT) is provided, the drive system may be placed in thestep-variable shifting state when the power distributing mechanism 16,84, 94 is placed in its fixed-speed-ratio shifting state. Thestep-variable shifting state is interpreted to mean a state in which avehicle drive force is transmitted primarily through a mechanical powertransmitting path, without using an electric path. The continuouslyvariable transmission may be arranged to establish a plurality ofpredetermined fixed speed ratios which correspond to those of the gearpositions of a step-variable transmission and which are stored in amemory.

In the illustrated embodiments, each of the drive systems 10, 70, 80,92, 110, 120, 130, 140, 150, 160, 170, 180, 190, 200, 210, 220, 410,480, 490, 500, 510, 520, 530, 540, 550, 560, 570, 610, 680, 690, 700,710, 720 730, 740, 750, 760, 770, 780, 790, 800, 810, 820 is used as adrive system for a hybrid vehicle which is arranged to be driven with atorque of the first electric motor M1 or second electric motor M2 aswell as a torque of the engine 8. However, the present invention isapplicable to a vehicular drive system which has only a function of acontinuously variable transmission called “electric CVT” and in which ahybrid control is not implemented with respect to the power distributingmechanism 16, 84, 94 of the drive system 10, 70, 80, 92, 110, 120, 130,140, 150, 160, 170, 180, 190, 200, 210, 220, 410, 480, 490, 500, 510,520, 530, 540, 550, 560, 570, 610, 680, 690, 700, 710, 720 730, 740,750, 760, 770, 780, 790, 800, 810, 820.

The power distributing mechanism 16, 84, 94 provided in the illustratedembodiments may be replaced by a differential gear device including apinion rotated by the engine, and a pair of bevel gears which mesh withthe pinion and which are respectively operatively connected to the firstand second electric motors M1, M2.

Although the power distributing mechanism 16, 84, 94 is constituted byone planetary gear set in the illustrated embodiments, the powerdistributing mechanism may be constituted by two or more planetary gearsets and arranged to be operable as a transmission having three or moregear positions when placed in its fixed-speed-ratio shifting state.

The counter gear pair CG used as the power transmitting member in theillustrated embodiments may be replaced by a power transmitting device,which is constituted, for example, by a sprocket wheel disposed on thefirst axis 14 c, another sprocket wheel disposed on the second axis 20c, and a chain which operatively connects those sprocket wheels. Thispower transmitting device may be replaced by a device using pulleys anda belt in place of the sprocket wheels and chain. In these cases,another counter shaft is provided, since the relationship between thedirection of rotation of the engine 8 and the direction of rotation ofthe drive wheels 38 is reversed with respect to that where the countergear pair CG is used.

In the illustrated embodiments, the shift lever 48 placed in its manualposition M permits the selection of the gear positions. However, theshift lever may be arranged to manually select a desired one of the gearpositions, for example, first-gear through fifth-gear positions in thedrive system 10, according to a manual operation of the shift lever fromthe manual position M to the shift-up position “+” or shift-downposition “−”.

While the switch 44 is of a seesaw type switch in the illustratedembodiments, the switch 44 may be replaced by a single pushbuttonswitch, two pushbutton switches that are selectively pressed intooperated positions, a lever type switch, a slide-type switch or anyother type of switch or switching device that is operable to select adesired one of the continuously-variable shifting state (differentialstate) and the step-variable shifting state (non-differential state).The switch 44 may or may not have a neutral position. Where the switch44 does not have the neutral position, an additional switch may beprovided to enable and disable the switch 44. The function of thisadditional switch corresponds to the neutral position of the switch 44.

In the illustrated embodiments, each of the automatic transmissionportions 20, 72, 86, 96, 112, 172 is connected in series to andcoaxially with the differential portion 11 through the powertransmitting member 18. However, those automatic transmissions may bedisposed on a counter shaft disposed in parallel with the input shaft14. In this case, the differential portion 11 and the automatictransmission 20, 82 are connected to each other for transmission of adrive force therebetween, by a counter gear pair, or a powertransmitting device such as a set of sprocket wheels and a chain.

Although the relationship memory means 54 stores one map or two maps foreach of the step-variable shifting control, the drive-power-sourceselection control and the switching control, the memory means 54 maystore three or more maps for each of those controls, as needed.

In the illustrated embodiments, the system efficiency ηsysc in thecontinuously-variable shifting state and the system efficiency ηsysu inthe step-variable shifting state are stored constants obtained byexperimentation. However, these efficiencies may be changed as afunction of the vehicle condition such as the vehicle running speed Vand the temperature of the working oil of the automatic transmission 20.Further, the system efficiency ηsysc in the continuously-variableshifting state and the system efficiency ηsysu in the step-variableshifting state need not be used to calculate the fuel consumption ratiofs. In this case, the calculated fuel consumption ratio fs is notnecessarily accurate, but approximate values of the fuel economy in thecontinuously-variable and step-variable shifting states may be comparedwith each other.

The value ηgi in the right side of the equation (3) used in theillustrated embodiments need not be used.

In the illustrated embodiments, the switching-map changing means 86 ofthe switching control means 50 is arranged to change the switchingboundary line map of FIG. 12 so as to change the entirety of thecontinuously-variable or step-variable shifting region corresponding tothe shifting state not selected by the switch 44, to the other shiftingregion corresponding to the shifting state selected by the switch 44.However, the switching-map changing means 86 may be arranged to change aportion of the shifting region corresponding to the non-selectedshifting state to the other shifting region corresponding to theselected shifting state. For example, the switching boundary lines inFIG. 12 are moved to increase the upper vehicle-speed limit V1 or upperoutput-torque limit T1, so as to enlarge the continuously-variable orstep-variable shifting region corresponding to the shifting stateselected by the switch 44.

In the illustrated embodiment of FIG. 12, the transmission mechanism 10is selectively placed in one of the continuously-variable andstep-variable shifting states, according to the storedcontinuously-variable and step-variable shifting regions. However, thestored switching map of FIG. 12 may be formulated such that thecontinuously-variable shifting region covers the entire area of thevehicle condition, so that the transmission mechanism 10 is normallyheld in the continuously-variable shifting state, and placed in thestep-variable shifting state when the switching map of FIG. 12 isentirely or partially changed as a result of manual selection of thestep-variable shifting state by the vehicle operator. In other words,the stored switching map may be formulated to normally select thecontinuously-variable shifting state, and to permit the switchingcontrol means 50 to switch the shifting state to the step-variableshifting state upon selection of the step-variable shifting state by thevehicle operator. In this case, the vehicle operator is required tooperate the switch 44 only when the vehicle operator desires thestep-variable shifting state, and the switch 44 need not be arranged toselect the continuously-variable shifting state.

In the embodiment of FIGS. 88-90, the reverse-gear position isestablished by engaging the first clutch C1 and the third clutch C3.However, the reverse-gear position may be established by engaging thefirst clutch C1 and the first brake B1, or the first clutch C1 and thesecond brake B2.

While the embodiments of the present invention have been described abovefor illustrative purpose only, it is to be understood that the presentinvention may be embodied with various changes and improvements, whichmay occur to those skilled in the art.

1. A method controlling a vehicular drive system including a power distributing mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, and a second electric motor disposed between the power transmitting member and a drive wheel of a vehicle, comprising: placing said power distributing mechanism selectively, on the basis of a condition of the vehicle, in a differential state in which the power distributing mechanism is operable as an electrically controlled continuously variable transmission, and a fixed-speed-ratio shifting state in which the power distributing mechanism is operable as a transmission having a plurality of speed ratios.
 2. A method according to claim 1, wherein the drive system further includes an automatic transmission disposed between the power transmitting member and the drive wheel, and an overall speed ratio of the drive system is determined by a speed ratio of the power distributing mechanism and a speed ratio of the automatic transmission, and wherein said overall speed ratio is controlled by controlling the speed ratio of the power distributing mechanism and the speed ratio of the automatic transmission, on the basis of the condition of the vehicle.
 3. A method according to claim 1, wherein said condition of the vehicle is represented by a value relating to a drive force of the vehicle.
 4. A method according to claim 1, wherein said condition of the vehicle is represented by a running speed of the vehicle. 